JPWO2012053577A1 - Vehicle driving force control device - Google Patents

Vehicle driving force control device Download PDF

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Publication number
JPWO2012053577A1
JPWO2012053577A1 JP2012539759A JP2012539759A JPWO2012053577A1 JP WO2012053577 A1 JPWO2012053577 A1 JP WO2012053577A1 JP 2012539759 A JP2012539759 A JP 2012539759A JP 2012539759 A JP2012539759 A JP 2012539759A JP WO2012053577 A1 JPWO2012053577 A1 JP WO2012053577A1
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JP
Japan
Prior art keywords
clutch
target
driving force
motor
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2012539759A
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Japanese (ja)
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JP5454699B2 (en
Inventor
裕 ▲高▼村
裕 ▲高▼村
寛志 有田
寛志 有田
晴久 土川
晴久 土川
広樹 下山
広樹 下山
芦沢　裕之
裕之 芦沢
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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Priority to JP2012539759A priority Critical patent/JP5454699B2/en
Publication of JPWO2012053577A1 publication Critical patent/JPWO2012053577A1/en
Application granted granted Critical
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/12—Controlling the power contribution of each of the prime movers to meet required power demand using control strategies taking into account route information
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • Y10S903/946—Characterized by control of driveline clutch

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

運転者がt1でのブレーキOFFおよびアクセル開度APO>0により発進を希望したことで、目標駆動トルクがt2に勾配負荷を超えることとなった場合につき説明すると、目標駆動トルクが勾配負荷以下であるt2よりも前では、第2クラッチの入力回転数であるモータ回転数tNmの上限値を、出力側回転数Noとの差値であるスリップ回転の検出が可能となるスリップ検出可能限界値ωLLIMよりも小さな値に上限設定してモータへ過剰電流が供給されることのないようにし、目標駆動トルクが勾配負荷を超えるt2以後は、第2クラッチの入力回転数（モータ回転数tNm）をωLLIM以上の値に下限設定して、検出可能なスリーブ回転に基づく勾配負荷対応駆動力制御により要求駆動力を実現可能にする。If the driver wants to start with brake off at t1 and accelerator opening APO> 0, the target drive torque will exceed the gradient load at t2, and the target drive torque is below the gradient load. Before a certain t2, the upper limit value of the motor rotation speed tNm, which is the input rotation speed of the second clutch, is a slip detection limit value ωLLIM that enables detection of slip rotation, which is a difference value from the output side rotation speed No. An upper limit is set to a smaller value so that excess current is not supplied to the motor, and after t2 when the target drive torque exceeds the gradient load, the input speed of the second clutch (motor speed tNm) is set to ωLLIM The lower limit is set to the above value, and the required driving force can be realized by the driving force control corresponding to the gradient load based on the detectable sleeve rotation.

Description

本発明は、エンジンや電動モータなどの動力源により走行することができ、この動力源および駆動車輪間に発進クラッチを具えた車両の駆動力制御装置、特に発進クラッチの伝達トルク容量制御により、路面勾配に応じた駆動力制御を適切に行うための装置に関するものである。   The present invention can be driven by a power source such as an engine or an electric motor, and a vehicle driving force control device having a start clutch between the power source and a drive wheel, particularly a transmission torque capacity control of the start clutch, The present invention relates to an apparatus for appropriately performing driving force control according to a gradient.

上記のような車両の駆動力制御装置としては、例えば特許文献1に記載のようなものが知られている。
この駆動力制御装置は、エンジン以外に電動モータからの動力によっても走行することができ、特にエンジンおよび電動モータ間に伝達トルク容量を変更可能な第1クラッチを介在させ、電動モータおよび駆動車輪間に伝達トルク容量を変更可能な第2クラッチを介在させたハイブリッド車両に用いられる、以下のようなものである。As a vehicle driving force control apparatus as described above, for example, the one described in Patent Document 1 is known.
This driving force control device can run not only with the engine but also with power from an electric motor, and in particular, a first clutch capable of changing the transmission torque capacity is interposed between the engine and the electric motor, and between the electric motor and the driving wheel. The following is used for a hybrid vehicle in which a second clutch capable of changing the transmission torque capacity is interposed.

登坂路や第2クラッチの温度に応じ、第1クラッチを解放した状態でエンジンを自立運転させ、電動モータのモータ回転数をエンジン回転数より低い回転数にしつつ、第2クラッチをスリップ制御させて駆動力を実現することにより、第2クラッチの発熱量を抑制するというものである。   Depending on the temperature of the uphill road and the second clutch, the engine is operated independently with the first clutch released, and the second clutch is slip controlled while the motor speed of the electric motor is lower than the engine speed. By realizing the driving force, the heat generation amount of the second clutch is suppressed.

特開２００９−１３２１９５号公報JP 2009-132195 A

しかし、上記した車両の駆動力制御装置にあっては、以下のような問題を生ずる。
つまり、上記第2クラッチの発熱抑制制御のために必要な出力軸回転数を出力回転センサが検出できないような極低速領域においては、発熱の抑制を重視させる必要があることから、第2クラッチのスリップ回転を判定できない領域まで入力回転数を低下させると共に、第2クラッチをフィードフォワード制御していた。However, the above-described vehicle driving force control apparatus has the following problems.
In other words, in the extremely low speed region where the output rotation sensor cannot detect the output shaft rotational speed required for the heat generation suppression control of the second clutch, it is necessary to emphasize the suppression of heat generation. The input rotation speed was reduced to an area where slip rotation could not be determined, and the second clutch was feedforward controlled.

ところで第2クラッチは、そのトルク容量制御を司る油圧の指令値と、実際に発生する実圧との間にずれが生じたり、第2クラッチの摩擦材自身も摩擦特性の経時劣化を生ずることから、制御特性が終始同じであることはない。
そのため、第2クラッチの制御結果である実トルク容量は、制御指令である目標トルク容量に一致せず、両者のずれによるトルク容量偏差を生ずることがある。By the way, in the second clutch, there is a difference between the hydraulic pressure command value that controls the torque capacity control and the actual pressure that is actually generated, or the friction material of the second clutch itself also deteriorates with time. The control characteristics are never the same.
For this reason, the actual torque capacity that is the control result of the second clutch does not coincide with the target torque capacity that is the control command, and a torque capacity deviation due to a deviation between the two may occur.

上記した従来技術のごとく、第2クラッチの発熱抑制制御のために必要な出力軸回転数を出力回転センサが検出できないような極低速領域において第2クラッチの発熱抑制を重視し、第2クラッチのスリップ回転を判定できない領域まで入力回転数を低下させ、第2クラッチをフィードフォワード制御するのでは、
このフィードフォワード制御中に、第2クラッチが上記のようなトルク容量偏差を生じたとき、運転者が所望する目標駆動力を実現することができないこととなり、ハイブリッド車両の運転性が悪化するという問題を生ずる。As in the prior art described above, emphasis is placed on suppressing the heat generation of the second clutch in an extremely low speed region where the output rotation sensor cannot detect the output shaft rotation speed required for the heat suppression control of the second clutch. In the feedforward control of the second clutch by lowering the input rotation speed to an area where slip rotation cannot be determined,
During the feedforward control, when the second clutch generates a torque capacity deviation as described above, the target driving force desired by the driver cannot be realized, and the drivability of the hybrid vehicle deteriorates. Is produced.

かといって、極低速領域で第2クラッチの発熱抑制制御のために必要な出力軸回転数を出力回転センサが検出できないにもかかわらず、不正な出力回転センサの検出値を用いた駆動力制御を継続したのでは、第2クラッチのスリップ回転演算値も不正であるため、第2クラッチの発熱抑制を狙い通りに実現し得ないばかりか、逆に発熱を促進する制御になる可能性も否定できない。
いずれにしても従来は、第2クラッチの発熱抑制と、車両の運転性とを両立させることが困難であった。However, even if the output rotation sensor cannot detect the output shaft speed required for heat generation suppression control of the second clutch in the extremely low speed range, the driving force control using the incorrect output rotation sensor detection value. Since the slip rotation calculation value of the second clutch is also incorrect if the operation is continued, not only can the heat generation suppression of the second clutch not be achieved as intended, but also the possibility of a control that promotes heat generation is denied. Can not.
In any case, conventionally, it has been difficult to achieve both heat generation suppression of the second clutch and vehicle drivability.

本発明は、上記のようなハイブリッド車両に限られるものでないが、上記第2クラッチのような発進クラッチの目標入力側回転数が、当該クラッチの発熱抑制と、車両の運転性との両立が可能になるよう切り替わるよう、動力源を制御することにより、上記の問題を解消し得るようにした車両の駆動力制御装置を提案することを目的とする。   Although the present invention is not limited to the hybrid vehicle as described above, the target input side rotational speed of the starting clutch such as the second clutch can achieve both the suppression of heat generation of the clutch and the drivability of the vehicle. It is an object of the present invention to propose a vehicle driving force control device that can solve the above-described problem by controlling a power source so that the power source is switched.

この目的のため、本発明による車両の駆動力制御装置は、これを以下の構成とする。
先ず、前提となる車両を説明するに、これは、
動力源および駆動車輪間の伝動系に発進クラッチを具え、該発進クラッチの伝達トルク容量制御により駆動力を制御可能な車両である。For this purpose, the driving force control apparatus for a vehicle according to the present invention has the following configuration.
First, to explain the premise vehicle,
The vehicle includes a starting clutch in a transmission system between a power source and a driving wheel, and the driving force can be controlled by controlling a transmission torque capacity of the starting clutch.

かかる車両に用いる本発明の駆動力制御装置は、以下のような目標駆動力演算手段と、 路面勾配検出手段と、動力源制御手段とを具備した構成に特徴づけられる。   The driving force control apparatus of the present invention used for such a vehicle is characterized by a configuration including target driving force calculation means, road surface gradient detection means, and power source control means as follows.

先ず目標駆動力演算手段は、運転状態から車両の目標駆動トルクを演算するものであり、また、路面勾配検出手段は、車両走行中の路面勾配を検出するものである。
そして動力源制御手段は、これら路面勾配検出手段および動力源制御手段からの信号を基に、発進クラッチの上記した伝達トルク容量制御による駆動力御中、上記目標駆動力演算手段で演算した目標駆動力が、上記路面勾配検出手段で検出した路面勾配を登坂可能な駆動力である場合は、上記発進クラッチの目標入力側回転数が、出力側回転数との差値であるスリップ回転を検出可能な領域の値になるよう上記動力源を駆動制御するものである。First, the target driving force calculating means calculates the target driving torque of the vehicle from the driving state, and the road surface gradient detecting means detects the road surface gradient during traveling of the vehicle.
The power source control means, based on signals from the road surface gradient detection means and the power source control means, controls the target driving force calculated by the target driving force calculation means during the driving force control by the transmission torque capacity control of the starting clutch. However, when the driving force is capable of climbing the road surface gradient detected by the road surface gradient detecting means, it is possible to detect slip rotation in which the target input side rotational speed of the start clutch is a difference value from the output side rotational speed. The power source is driven and controlled so as to have a region value.

上記した本発明による車両の駆動力制御装置によれば、
発進クラッチの伝達トルク容量制御による駆動力御中、目標駆動力が路面勾配を登坂可能な駆動力である場合は、発進クラッチの目標入力側回転数が、出力側回転数との差値であるスリップ回転を検出可能な領域の値になるよう動力源を駆動制御するため、以下の作用効果を奏し得る。According to the vehicle driving force control apparatus of the present invention described above,
When the target driving force is a driving force capable of climbing the road gradient during the driving force control by the transmission clutch capacity control of the starting clutch, the slip that the target input side rotational speed of the starting clutch is the difference value from the output side rotational speed Since the power source is driven and controlled to have a value in a region where rotation can be detected, the following effects can be obtained.

つまり、運転者が駆動力による発進を希望しているため目標駆動力が路面勾配を登坂可能な駆動力である場合は、正確に検出可能な発進クラッチのスリップ回転に基づく正規の駆動力制御が可能となり、運転者の希望に沿った運転性重視の制御を行わせることができる。   In other words, if the driver wants to start with the driving force and the target driving force is a driving force that can climb the road gradient, the normal driving force control based on the slip rotation of the starting clutch that can be accurately detected is performed. This makes it possible to perform control with an emphasis on drivability according to the driver's wishes.

他方で、運転者が駆動力による発進を希望していないため目標駆動力が路面勾配を登坂可能な駆動力でない場合は、上記のような運転性重視の駆動力制御が行われないことから、
発進クラッチのスリップ回転が大きくなることがなくて、そのクラッチ発熱量が多くなるのを防止し得ることとなり、運転者が希望していない運転性に代えて発進クラッチの発熱抑制を重視した制御を行わせることができる。On the other hand, if the target driving force is not a driving force capable of climbing the road gradient because the driver does not want to start by driving force, the driving force control with emphasis on drivability is not performed.
Since the slip rotation of the starting clutch does not increase, it is possible to prevent the amount of heat generated by the clutch from increasing, and instead of the drivability that the driver does not desire, control that emphasizes suppression of heat generation of the starting clutch is performed. Can be done.

よって本発明による車両の駆動力制御装置にあっては、車両の発進/停止に応じ、発進クラッチの目標入力側回転数が切り替わるよう動力源を制御することにより、発進クラッチの前記した制御特性の変化やバラツキに関わらず、車両発進時に要求される運転性と、車両停止中に要求される発進クラッチの発熱抑制とを両立させることができる。   Therefore, in the vehicle driving force control apparatus according to the present invention, the power source is controlled so that the target input side rotational speed of the start clutch is switched according to the start / stop of the vehicle, whereby the control characteristics of the start clutch described above are achieved. Regardless of changes and variations, it is possible to achieve both drivability required when starting the vehicle and suppression of heat generation of the starting clutch required when the vehicle is stopped.

本発明の駆動力制御装置を適用可能なハイブリッド車両のパワートレーンを例示する概略平面図である。1 is a schematic plan view illustrating a power train of a hybrid vehicle to which a driving force control device of the present invention can be applied. 図1に示したパワートレーンの制御システムを示すブロック線図である。FIG. 2 is a block diagram showing a control system for the power train shown in FIG. 図2に示した制御システムにおける統合コントローラの機能別ブロック線図である。FIG. 3 is a functional block diagram of an integrated controller in the control system shown in FIG. 図3に示した統合コントローラが実行する、本発明の一実施例になる駆動力制御を含む、パワートレーン制御のメインルーチンを示すフローチャートである。4 is a flowchart showing a main routine of power train control including driving force control according to an embodiment of the present invention, which is executed by an integrated controller shown in FIG. 図1〜4に示すハイブリッド車両の走行モードごとにおけるパワートレーンの状態を示す説明図である。FIG. 5 is an explanatory diagram showing a state of a power train for each travel mode of the hybrid vehicle shown in FIGS. 図1〜4に示すハイブリッド車両の走行モードがMWSCモードである時における目標入力回転数の演算要領を示す機能別ブロック線図である。FIG. 5 is a functional block diagram showing a calculation procedure for a target input rotational speed when the traveling mode of the hybrid vehicle shown in FIGS. 1 to 4 is the MWSC mode. 図1〜4に示すハイブリッド車両における第2クラッチの目標トルク容量を演算する要領を示す機能別ブロック線図である。FIG. 5 is a functional block diagram showing a procedure for calculating a target torque capacity of a second clutch in the hybrid vehicle shown in FIGS. 図7における目標第2クラッチトルク容量演算処理に用いる目標第2クラッチトルク容量オフセット量を求める要領を示す機能別ブロック線図である。FIG. 8 is a functional block diagram showing a procedure for obtaining a target second clutch torque capacity offset amount used in the target second clutch torque capacity calculation process in FIG. 図1〜8に示した実施例の動作状態を示し、目標駆動トルクが勾配負荷を超えている発進時の動作タイムチャートである。FIG. 9 is an operation time chart at the time of start when the operation state of the embodiment shown in FIGS. 1 to 8 is shown and the target drive torque exceeds the gradient load. 図1〜8に示した実施例の動作状態を示し、目標駆動トルクが勾配負荷以下である停車中の動作タイムチャートである。FIG. 9 is an operation time chart during stopping when an operation state of the embodiment shown in FIGS. 1 to 8 is shown and a target drive torque is equal to or less than a gradient load.

１ エンジン
２ 駆動車輪（後輪）
３ 自動変速機
４ モータ/ジェネレータ軸
５ モータ/ジェネレータ（動力源）
６ 第1クラッチ
７ 第2クラッチ（発進クラッチ）
８ ディファレンシャルギヤ装置
９ バッテリ
10 インバータ
11 エンジン回転センサ
12 モータ/ジェネレータ回転センサ
13 変速機入力回転センサ
14 変速機出力回転センサ
15 アクセル開度センサ
16 バッテリ蓄電状態センサ
17 クラッチストロークセンサ
18 路面勾配センサ（路面勾配検出手段）
20 統合コントローラ
21 エンジンコントローラ
22 モータ/ジェネレータコントローラ
31 目標駆動トルク演算部（目標駆動力演算手段）
32 車速演算部
33 目標走行モード演算部
34 MG制御モード選択部
35 目標入力回転数演算部
36 目標入力トルク演算部
37 目標エンジントルク／目標モータトルク演算部
38 目標第2クラッチトルク容量演算部
41 勾配負荷演算部
42 目標第2クラッチスリップ回転数演算部（動力源制御手段）
55 規範応答算出部
57 回転数フィードバック補償器
59 規範応答算出部
62 変速機フリクショントルク算出部
65 モータトルク偏差切り替え器
66 第2クラッチスリップ回転検出可能判定器
67 セレクトハイ選択器
68 トルクフィードバック(F/B)補償器1 Engine 2 Drive wheel (rear wheel)
3 Automatic transmission 4 Motor / generator shaft 5 Motor / generator (power source)
6 First clutch 7 Second clutch (starting clutch)
8 Differential gear unit 9 Battery
10 Inverter
11 Engine rotation sensor
12 Motor / generator rotation sensor
13 Transmission input rotation sensor
14 Transmission output rotation sensor
15 Accelerator position sensor
16 Battery charge sensor
17 Clutch stroke sensor
18 Road slope sensor (road slope detection means)
20 Integrated controller
21 Engine controller
22 Motor / generator controller
31 Target drive torque calculator (Target drive force calculator)
32 Vehicle speed calculator
33 Target travel mode calculator
34 MG control mode selector
35 Target input speed calculator
36 Target input torque calculator
37 Target engine torque / target motor torque calculator
38 Target second clutch torque capacity calculator
41 Gradient load calculator
42 Target second clutch slip rotation speed calculation unit (power source control means)
55 Normative response calculator
57 Speed feedback compensator
59 Normative response calculator
62 Transmission friction torque calculator
65 Motor torque deviation switch
66 2nd clutch slip rotation detectable detector
67 Select high selector
68 Torque feedback (F / B) compensator

以下、この発明の実施例を添付の図面に基づいて説明する。   Embodiments of the present invention will be described below with reference to the accompanying drawings.

＜本発明を適用可能なハイブリッド車両＞
図1は、本発明の駆動力制御装置を適用可能なハイブリッド車両のパワートレーンを例示し、
このハイブリッド車両は、フロントエンジン・リヤホイールドライブ車（後輪駆動車）をベース車両とし、これをハイブリッド化したもので、
1は、第1動力源としてのエンジンであり、2は駆動車輪（後輪）である。<Hybrid vehicle to which the present invention is applicable>
FIG. 1 illustrates a power train of a hybrid vehicle to which the driving force control device of the present invention can be applied.
This hybrid vehicle is based on a front engine and rear wheel drive vehicle (rear wheel drive vehicle), and is a hybrid of this.
Reference numeral 1 denotes an engine as a first power source, and reference numeral 2 denotes a drive wheel (rear wheel).

図1に示すハイブリッド車両のパワートレーンにおいては、通常の後輪駆動車と同様にエンジン1の車両前後方向後方に自動変速機3をタンデムに配置し、
エンジン1（クランクシャフト1a）からの回転を自動変速機3の入力軸3aへ伝達する軸4に結合してモータ/ジェネレータ5を設け、
このモータ/ジェネレータ5は、第2動力源として具えるが、本発明における動力源に相当する。In the hybrid vehicle power train shown in FIG. 1, the automatic transmission 3 is arranged in tandem at the rear of the engine 1 in the vehicle front-rear direction in the same manner as a normal rear wheel drive vehicle.
A motor / generator 5 is provided in combination with a shaft 4 that transmits rotation from the engine 1 (crankshaft 1a) to the input shaft 3a of the automatic transmission 3.
The motor / generator 5 is provided as a second power source, and corresponds to a power source in the present invention.

モータ/ジェネレータ5は、電動モータ（電動機）として作用したり、ジェネレータ（発電機）として作用するもので、エンジン1および自動変速機3間に配置する。
このモータ/ジェネレータ5およびエンジン1間、より詳しくは、軸4とエンジンクランクシャフト1aとの間に第1クラッチ6を介挿し、この第1クラッチ6によりエンジン1およびモータ/ジェネレータ5間を切り離し可能に結合する。
ここで第1クラッチ6は、伝達トルク容量を連続的もしくは段階的に変更可能なものとし、例えば、比例ソレノイドでクラッチ作動油流量およびクラッチ作動油圧を連続的もしくは段階的に制御して伝達トルク容量を変更可能な湿式多板クラッチで構成する。The motor / generator 5 functions as an electric motor (electric motor) or as a generator (generator), and is disposed between the engine 1 and the automatic transmission 3.
The first clutch 6 can be inserted between the motor / generator 5 and the engine 1, more specifically, between the shaft 4 and the engine crankshaft 1a, and the engine 1 and the motor / generator 5 can be disconnected by the first clutch 6. To join.
Here, the first clutch 6 is capable of changing the transmission torque capacity continuously or stepwise, for example, by controlling the clutch hydraulic oil flow rate and the clutch hydraulic pressure with a proportional solenoid continuously or stepwise, for example, It is composed of a wet multi-plate clutch that can be changed.

モータ/ジェネレータ5および駆動車輪（後輪）2間に、本発明における発進クラッチに相当する第2クラッチ7を介挿し、この第2クラッチ7によりモータ/ジェネレータ5および駆動車輪（後輪）2間を切り離し可能に結合する。
第2クラッチ7も第1クラッチ6と同様、伝達トルク容量を連続的もしくは段階的に変更可能なものとし、例えば、比例ソレノイドでクラッチ作動油流量およびクラッチ作動油圧を連続的もしくは段階的に制御して伝達トルク容量を変更可能な湿式多板クラッチで構成する。Between the motor / generator 5 and the driving wheel (rear wheel) 2, a second clutch 7 corresponding to the starting clutch in the present invention is inserted, and this second clutch 7 connects the motor / generator 5 and the driving wheel (rear wheel) 2 to each other. Are detachably coupled.
Similarly to the first clutch 6, the second clutch 7 can change the transmission torque capacity continuously or stepwise. For example, the proportional hydraulic solenoid controls the clutch hydraulic fluid flow rate and the clutch hydraulic pressure continuously or stepwise. And a wet multi-plate clutch whose transmission torque capacity can be changed.

自動変速機3は、周知の任意なものでよく、複数の変速摩擦要素（クラッチやブレーキ等）を選択的に締結したり解放することで、これら変速摩擦要素の締結・解放の組み合わせにより伝動系路（変速段）を決定するものとする。
従って自動変速機3は、入力軸3aからの回転を選択変速段に応じたギヤ比で変速して出力軸3bに出力する。
この出力回転は、ディファレンシャルギヤ装置8により左右後輪2へ分配して伝達され、車両の走行に供される。
但し自動変速機3は、上記したような有段式のものに限られず、無段変速機であってもよいのは言うまでもない。The automatic transmission 3 may be any known one, and by selectively engaging or releasing a plurality of speed change friction elements (clutch, brake, etc.), a transmission system is obtained by a combination of engagement and release of these speed change friction elements. It is assumed that the road (speed stage) is determined.
Therefore, the automatic transmission 3 shifts the rotation from the input shaft 3a at a gear ratio corresponding to the selected shift speed and outputs it to the output shaft 3b.
This output rotation is distributed and transmitted to the left and right rear wheels 2 by the differential gear device 8 and used for traveling of the vehicle.
However, it goes without saying that the automatic transmission 3 is not limited to the stepped type as described above, and may be a continuously variable transmission.

ところで図1においては、モータ/ジェネレータ5および駆動車輪2を切り離し可能に結合する第2クラッチ7として専用のものを新設するのではなく、自動変速機3内に既存する変速摩擦要素を流用する。
この場合、第2クラッチ7が締結により上記の変速段選択機能（変速機能）を果たして自動変速機3を動力伝達状態にするのに加え、第1クラッチ6の解放・締結との共働により、後述するモード選択機能を果たし得ることとなり、専用の第2クラッチが不要でコスト上大いに有利である。By the way, in FIG. 1, a dedicated clutch friction element existing in the automatic transmission 3 is used instead of newly establishing a dedicated second clutch 7 for detachably coupling the motor / generator 5 and the drive wheel 2.
In this case, the second clutch 7 performs the above-described shift speed selection function (shift function) when engaged, so that the automatic transmission 3 is in a power transmission state, and in addition, the first clutch 6 is released and engaged, A mode selection function to be described later can be achieved, and a dedicated second clutch is unnecessary, which is very advantageous in terms of cost.

ただし、第2クラッチ7は専用のものを新設してもよく、この場合、第2クラッチ7は自動変速機3の入力軸3aとモータ/ジェネレータ軸4との間に設けたり、自動変速機3の出力軸3bと後輪駆動系との間に設ける。   However, a dedicated second clutch 7 may be newly provided. In this case, the second clutch 7 may be provided between the input shaft 3a of the automatic transmission 3 and the motor / generator shaft 4, or the automatic transmission 3 Provided between the output shaft 3b and the rear wheel drive system.

上記した図1に示すハイブリッド車両のパワートレーンにおいては、
停車状態からの発進時などを含む低負荷・低車速時に用いられる電気走行(EV)モードが要求される場合、
第1クラッチ6を解放し、第2クラッチ7の締結により自動変速機3を動力伝達状態にする。
なお第2クラッチ7は、自動変速機3内の変速摩擦要素のうち、現変速段で締結させるべき変速摩擦要素であって、選択中の変速段ごとに異なる。In the power train of the hybrid vehicle shown in FIG.
When electric driving (EV) mode used at low load and low vehicle speed including when starting from a stopped state is required,
The first clutch 6 is released, and the automatic transmission 3 is brought into a power transmission state by the engagement of the second clutch 7.
The second clutch 7 is a shift friction element to be engaged at the current shift stage among the shift friction elements in the automatic transmission 3, and is different for each selected shift stage.

この状態でモータ/ジェネレータ5を駆動すると、当該モータ/ジェネレータ5からの出力回転のみが変速機入力軸3aに達することとなり、自動変速機3が当該入力軸3aへの回転を、選択中の変速段に応じ変速して変速機出力軸3bより出力する。
変速機出力軸3bからの回転はその後、ディファレンシャルギヤ装置8を経て後輪2に至り、車両をモータ/ジェネレータ5のみによる電気走行（EV）モードで走行させることができる。When the motor / generator 5 is driven in this state, only the output rotation from the motor / generator 5 reaches the transmission input shaft 3a, and the automatic transmission 3 changes the rotation to the input shaft 3a to the selected shift speed. The speed is changed according to the speed and output from the transmission output shaft 3b.
The rotation from the transmission output shaft 3b then reaches the rear wheel 2 via the differential gear device 8, and the vehicle can be driven in the electric drive (EV) mode using only the motor / generator 5.

高速走行時や大負荷走行時などで用いられるハイブリッド走行(HEV)モードが要求される場合、
第2クラッチ7の締結により自動変速機3を対応変速段選択状態（動力伝達状態）にしたまま、第1クラッチ6も締結させる。
この状態では、エンジン1からの出力回転およびモータ/ジェネレータ5からの出力回転の双方が変速機入力軸3aに達することとなり、自動変速機3が当該入力軸3aへの回転を、選択中の変速段に応じ変速して、変速機出力軸3bより出力する。
変速機出力軸3bからの回転はその後、ディファレンシャルギヤ装置8を経て後輪2に至り、車両をエンジン1およびモータ/ジェネレータ5の双方によるハイブリッド走行（HEV）モードで走行させることができる。When hybrid driving (HEV) mode used for high speed driving or heavy load driving is required,
By engaging the second clutch 7, the first clutch 6 is also engaged while the automatic transmission 3 is kept in the corresponding gear selection state (power transmission state).
In this state, both the output rotation from the engine 1 and the output rotation from the motor / generator 5 reach the transmission input shaft 3a, and the automatic transmission 3 changes the rotation to the input shaft 3a to the selected shift speed. The speed is changed according to the speed and output from the transmission output shaft 3b.
The rotation from the transmission output shaft 3b then reaches the rear wheel 2 via the differential gear device 8, and the vehicle can be driven in a hybrid running (HEV) mode using both the engine 1 and the motor / generator 5.

かかるHEVモード走行中において、エンジン1を最適燃費で運転させるとエネルギーが余剰となる場合、
この余剰エネルギーによりモータ/ジェネレータ5を発電機として作動させることで余剰エネルギーを電力に変換し、
この発電電力をモータ/ジェネレータ5のモータ駆動に用いるよう蓄電しておくことでエンジン1の燃費を向上させることができる。During such HEV mode driving, when the engine 1 is operated with the optimum fuel efficiency, the energy becomes surplus,
By operating the motor / generator 5 as a generator with this surplus energy, surplus energy is converted into electric power,
By storing this generated power to be used for driving the motor of the motor / generator 5, the fuel consumption of the engine 1 can be improved.

図1に示すハイブリッド車両のパワートレーンを成すエンジン1、モータ/ジェネレータ5、第1クラッチ6、および第2クラッチ7は、図2に示すようなシステムにより制御する。
図2の制御システムは、パワートレーンの動作点を統合制御する統合コントローラ20を具え、
パワートレーンの動作点を、目標エンジントルクtTeと、目標モータ/ジェネレータトルクtTmおよび目標モータ/ジェネレータ回転数tNmと、第1クラッチ6の目標伝達トルク容量tTc1と、第2クラッチ7の目標伝達トルク容量tTc2とで規定する。The engine 1, the motor / generator 5, the first clutch 6, and the second clutch 7 constituting the power train of the hybrid vehicle shown in FIG. 1 are controlled by a system as shown in FIG.
The control system of FIG. 2 includes an integrated controller 20 that controls the operating point of the power train in an integrated manner.
The operating point of the power train is the target engine torque tTe, the target motor / generator torque tTm and the target motor / generator speed tNm, the target transmission torque capacity tTc1 of the first clutch 6, and the target transmission torque capacity of the second clutch 7. It is specified by tTc2.

統合コントローラ20には、上記パワートレーンの動作点を決定するために、
エンジン回転数Neを検出するエンジン回転センサ11からの信号と、
モータ/ジェネレータ回転数Nmを検出するモータ/ジェネレータ回転センサ12からの信号と、
変速機入力回転数Niを検出する入力回転センサ13からの信号と、
変速機出力回転数Noを検出する出力回転センサ14からの信号と、
車両への要求負荷を表すアクセルペダル踏み込み量（アクセル開度APO）を検出するアクセル開度センサ15からの信号と、
モータ/ジェネレータ5用の電力を蓄電しておくバッテリ9の蓄電状態SOC（持ち出し可能電力）を検出する蓄電状態センサ16からの信号と、
第1クラッチ6のストロークStを検出するクラッチストロークセンサ17からの信号と、
路面勾配θを検出する路面勾配センサ18（例えばGセンサ）からの信号とを入力する。In order to determine the operating point of the power train, the integrated controller 20
A signal from the engine rotation sensor 11 for detecting the engine speed Ne;
A signal from the motor / generator rotation sensor 12 for detecting the motor / generator rotation speed Nm;
A signal from the input rotation sensor 13 for detecting the transmission input rotation speed Ni,
A signal from the output rotation sensor 14 that detects the transmission output rotation speed No,
A signal from an accelerator opening sensor 15 for detecting an accelerator pedal depression amount (accelerator opening APO) representing a required load on the vehicle;
A signal from a storage state sensor 16 for detecting a storage state SOC (carryable power) of the battery 9 that stores power for the motor / generator 5;
A signal from the clutch stroke sensor 17 for detecting the stroke St of the first clutch 6,
A signal from a road surface gradient sensor 18 (for example, a G sensor) that detects the road surface gradient θ is input.

なお、上記したセンサのうち、エンジン回転センサ11、モータ/ジェネレータ回転センサ12、入力回転センサ13、出力回転センサ14およびクラッチストロークセンサ17はそれぞれ、図1に示すように配置することができる。   Among the sensors described above, the engine rotation sensor 11, the motor / generator rotation sensor 12, the input rotation sensor 13, the output rotation sensor 14, and the clutch stroke sensor 17 can be arranged as shown in FIG.

統合コントローラ20は、上記入力情報のうちアクセル開度APO、バッテリ蓄電状態SOC、および変速機出力回転数No（車速VSP）から、
運転者が希望している車両の駆動力を実現可能な運転モード（EVモード、HEVモード）を選択すると共に、
目標エンジントルクtTe、目標モータ/ジェネレータトルクtTm、目標モータ/ジェネレータ回転数tNm、目標第1クラッチ伝達トルク容量tTc1、および目標第2クラッチ伝達トルク容量tTc2をそれぞれ演算する。The integrated controller 20 includes the accelerator opening APO, the battery storage state SOC, and the transmission output speed No (vehicle speed VSP) among the above input information.
While selecting the driving mode (EV mode, HEV mode) that can realize the driving force of the vehicle desired by the driver,
Target engine torque tTe, target motor / generator torque tTm, target motor / generator rotation speed tNm, target first clutch transmission torque capacity tTc1, and target second clutch transmission torque capacity tTc2 are calculated.

目標エンジントルクtTeはエンジンコントローラ21に供給され、目標モータ/ジェネレータトルクtTmおよび目標モータ/ジェネレータ回転数tNmはモータ/ジェネレータコントローラ22に供給される。   The target engine torque tTe is supplied to the engine controller 21, and the target motor / generator torque tTm and the target motor / generator rotation speed tNm are supplied to the motor / generator controller 22.

エンジンコントローラ21は、エンジントルクTeが目標エンジントルクtTeとなるようエンジン1を制御し、
モータ/ジェネレータコントローラ22はモータ/ジェネレータ5のトルクTmおよび回転数Nmが目標モータ/ジェネレータトルクtTmおよび目標モータ/ジェネレータ回転数tNmとなるよう、バッテリ9およびインバータ10を介してモータ/ジェネレータ5を制御する。The engine controller 21 controls the engine 1 so that the engine torque Te becomes the target engine torque tTe.
The motor / generator controller 22 controls the motor / generator 5 via the battery 9 and the inverter 10 so that the torque Tm and the rotational speed Nm of the motor / generator 5 become the target motor / generator torque tTm and the target motor / generator rotational speed tNm. To do.

統合コントローラ20は、目標第1クラッチ伝達トルク容量tTc1および目標第2クラッチ伝達トルク容量tTc2に対応したソレノイド電流を第1クラッチ6および第2クラッチ7の締結制御ソレノイド（図示せず）に供給し、第1クラッチ6の伝達トルク容量Tc1が目標伝達トルク容量tTc1に一致するよう、また、第2クラッチ7の伝達トルク容量Tc2が目標第2クラッチ伝達トルク容量tTc2に一致するよう、第1クラッチ6および第2クラッチ7を個々に締結力制御する。   The integrated controller 20 supplies a solenoid current corresponding to the target first clutch transmission torque capacity tTc1 and the target second clutch transmission torque capacity tTc2 to an engagement control solenoid (not shown) of the first clutch 6 and the second clutch 7, The first clutch 6 and the first clutch 6 so that the transmission torque capacity Tc1 of the first clutch 6 matches the target transmission torque capacity tTc1, and the transmission torque capacity Tc2 of the second clutch 7 matches the target second clutch transmission torque capacity tTc2. The second clutch 7 is individually controlled for engaging force.

＜実施例の勾配負荷に応じた駆動力制御＞
統合コントローラ20は図3の機能別ブロック線図で示すようなもので、上記した運転モード（EVモード、HEVモード）の選択、そして目標エンジントルクtTe、目標モータ/ジェネレータトルクtTm、目標モータ/ジェネレータ回転数tNm、目標第1クラッチ伝達トルク容量tTc1、および目標第2クラッチ伝達トルク容量tTc2の演算、並びに本発明が目的とする勾配負荷に応じた駆動力制御を図4の制御プログラムに沿って実行する。<Driving force control according to the gradient load of the embodiment>
The integrated controller 20 is as shown in the functional block diagram of FIG. 3 and selects the above-described operation mode (EV mode, HEV mode), target engine torque tTe, target motor / generator torque tTm, target motor / generator. The calculation of the rotational speed tNm, the target first clutch transmission torque capacity tTc1, and the target second clutch transmission torque capacity tTc2 and the driving force control according to the gradient load targeted by the present invention are executed according to the control program of FIG. To do.

図4においては、先ずステップＳ01においては、エンジンコントローラ21およびモータ/ジェネレータコントローラ22からのデータを受信し、次のステップＳ02において、各センサ11〜18の検出値を読み込む。
その後ステップＳ03（目標駆動トルク演算部31）において、車速演算部32で演算した車速VSPおよびアクセル開度APO（制動時は制動操作力）から、予定の目標駆動力マップを用い、運転者が運転操作により要求している目標駆動トルクを演算する。
従ってステップＳ03（目標駆動トルク演算部31）は、本発明における目標駆動力演算手段に相当する。In FIG. 4, first, in step S01, data from the engine controller 21 and the motor / generator controller 22 are received, and in the next step S02, the detection values of the sensors 11 to 18 are read.
Thereafter, in step S03 (target drive torque calculation unit 31), the driver uses the planned target drive force map based on the vehicle speed VSP calculated by the vehicle speed calculation unit 32 and the accelerator opening APO (braking operation force during braking). The target drive torque requested by the operation is calculated.
Therefore, step S03 (target drive torque calculation unit 31) corresponds to the target drive force calculation means in the present invention.

次のステップＳ04（目標走行モード演算部33）においては、上記の目標駆動トルクや、バッテリ蓄電率SOCや、アクセル開度APOや、車速VSPなどの車両運転状態を基に、予定の目標運転モード領域マップを用いて、目標とする走行モードを演算する。
走行モードとしては図5に示すごとく、前記した電気走行(EV)モードおよびハイブリッド走行(HEV)モードの他に、これらEVモードおよびHEVモード間における勾配負荷に応じた駆動力制御のための勾配負荷対応駆動力制御モード(MWSCモード)と、EVモードおよびHEVモード間での切り替え過渡期における過渡走行(WSC)モードとを設定する。In the next step S04 (target travel mode calculation unit 33), the planned target drive mode is determined based on the above-described target drive torque, battery storage rate SOC, accelerator opening APO, vehicle speed VSP, and other vehicle operating conditions. The target travel mode is calculated using the area map.
As shown in FIG. 5, the traveling mode includes a gradient load for driving force control according to a gradient load between the EV mode and the HEV mode in addition to the electric traveling (EV) mode and the hybrid traveling (HEV) mode described above. A corresponding driving force control mode (MWSC mode) and a transient running (WSC) mode in a transitional transition period between the EV mode and the HEV mode are set.

EVモードでは、エンジン1を停止させた状態に保ち、第1クラッチ6(CL1)を解放し、第2クラッチ7(CL2)の締結、またはスリップ締結により自動変速機3を対応変速段選択状態（動力伝達状態）にして、モータ/ジェネレータ5からの出力回転のみを自動変速機3による変速下で後輪2に伝達する。   In the EV mode, the engine 1 is kept stopped, the first clutch 6 (CL1) is released, the second clutch 7 (CL2) is engaged, or the automatic transmission 3 is set to the corresponding gear selection state by engaging the slip engagement ( In the power transmission state), only the output rotation from the motor / generator 5 is transmitted to the rear wheel 2 under the shift by the automatic transmission 3.

HEVモードでは、第2クラッチ7（CL2）の締結により自動変速機3を対応変速段選択状態（動力伝達状態）にしたまま、第1クラッチ6(CL1)も締結させ、起動状態にしたエンジン1からの出力回転およびトルク制御されているモータ/ジェネレータ5からの出力回転の双方を自動変速機3による変速下で後輪2に伝達する。   In the HEV mode, the engine 1 is activated by engaging the first clutch 6 (CL1) while keeping the automatic transmission 3 in the corresponding gear selection state (power transmission state) by engaging the second clutch 7 (CL2). Both the output rotation from the motor and the output rotation from the motor / generator 5 under torque control are transmitted to the rear wheel 2 under the shift by the automatic transmission 3.

EV→HEVモード切り替えに当たっては、過渡走行(WSC)モードとして示すごとく、第2クラッチ7（CL2）のスリップ締結により自動変速機3を対応変速段選択状態（動力伝達状態）にしたまま、第1クラッチ6(CL1)の締結およびモータ/ジェネレータ5(MG)の回転数制御によりエンジン1を始動させて、HEVモードへの切り替えを完了する。   When switching from EV to HEV mode, as shown in the transient running (WSC) mode, the automatic transmission 3 remains in the corresponding gear selection state (power transmission state) by slip engagement of the second clutch 7 (CL2). The engine 1 is started by engaging the clutch 6 (CL1) and controlling the rotational speed of the motor / generator 5 (MG), thereby completing the switching to the HEV mode.

勾配負荷対応駆動力制御モード(MWSCモード)は後で詳述するが、発進意図のない停車中または発進時に選択し、
停車中は図5に示すように第2クラッチ7(CL2)の入力側回転数を低く制限してその差回転を小さくする発熱抑制重視の制御を実行し、
発進中は第2クラッチ7(CL2)の入力側回転数を、図5では示さなかったが、CL2差回転の検出が可能となるような値まで高くするのを許可して、発進操作対応の駆動力を正確に実現可能となす運転性重視のモードである。Gradient load compatible driving force control mode (MWSC mode) will be described in detail later, but it is selected when stopping or starting without intention to start,
During stopping, as shown in FIG. 5, control is performed with emphasis on heat generation suppression to limit the input side rotation speed of the second clutch 7 (CL2) to be low and to reduce the differential rotation,
While starting, the input side rotational speed of the second clutch 7 (CL2) is not shown in FIG. 5, but it is allowed to increase to a value that enables detection of the CL2 differential rotation, and This mode emphasizes drivability that enables accurate driving force.

ステップＳ05（MG制御モード選択部34）においては、ステップＳ04（目標走行モード演算部33）で決定した目標走行モードに応じ、図5に示すごとく、
EVモードを目標走行モードとしている場合は、モータ/ジェネレータ5（MG）のモータ制御モードとして回転数制御を選択し、
MWSCモードを目標走行モードとしている場合は、モータ/ジェネレータ5（MG）のモータ制御モードとして回転数制御を選択し、
WSCモードを目標走行モードとしている場合も、モータ/ジェネレータ5（MG）のモータ制御モードとして回転数制御を選択し、
HEVモードを目標走行モードとしている場合は、モータ/ジェネレータ5（MG）のモータ制御モードとしてトルク制御を選択する。In step S05 (MG control mode selection unit 34), as shown in FIG. 5, according to the target travel mode determined in step S04 (target travel mode calculation unit 33),
If the EV mode is the target travel mode, select the speed control as the motor control mode of the motor / generator 5 (MG),
When the MWSC mode is the target travel mode, select the speed control as the motor control mode of the motor / generator 5 (MG)
Even when the WSC mode is set as the target travel mode, the speed control is selected as the motor control mode of the motor / generator 5 (MG),
When the HEV mode is the target travel mode, torque control is selected as the motor control mode of the motor / generator 5 (MG).

ステップＳ06（目標入力回転数演算部35）においては、ステップＳ04（目標走行モード演算部33）およびステップＳ05（MG制御モード選択部34）で決めた目標走行モードおよびモータ（MG）制御モードに応じ、目標入力回転数（目標モータ回転数tNm）を求める。
しかして、MWSCモード時以外における目標入力回転数（目標モータ回転数tNm）は、本発明に関係がなく通常通りに求め得ることから、ここではMWSCモード時の目標入力回転数（目標モータ回転数tNm）に関わる演算要領のみにつき、図6を参照しつつ以下に説明する。In step S06 (target input rotational speed calculation unit 35), the target travel mode and motor (MG) control mode determined in step S04 (target travel mode calculation unit 33) and step S05 (MG control mode selection unit 34) are determined. Then, the target input rotation speed (target motor rotation speed tNm) is obtained.
Therefore, the target input speed (target motor speed tNm) other than in the MWSC mode can be obtained as usual regardless of the present invention, so here the target input speed (target motor speed in the MWSC mode) is obtained. Only the calculation procedure relating to (tNm) will be described below with reference to FIG.

勾配負荷演算部41においては、路面勾配θから、この路面勾配θに伴う車両への勾配負荷を演算する。
目標第2クラッチスリップ回転数演算部42においては、上記演算部41で求めた勾配負荷と、前記目標駆動トルク演算部31（ステップＳ03）で求めた目標駆動トルクとを大小比較し、その結果に応じて目標第2クラッチスリップ回転数を演算し、
加算器43で、前記した変速機出力回転数Noの入力軸換算値に上記の目標第2クラッチスリップ回転数を上乗せすることにより、MWSCモード時における第2クラッチ7(CL2)の目標入力回転数tNmを求める。The gradient load calculation unit 41 calculates the gradient load on the vehicle accompanying the road surface gradient θ from the road surface gradient θ.
The target second clutch slip rotation speed calculation unit 42 compares the gradient load obtained by the calculation unit 41 with the target drive torque obtained by the target drive torque calculation unit 31 (step S03). Accordingly, the target second clutch slip rotation speed is calculated,
The adder 43 adds the target second clutch slip rotation speed to the input shaft converted value of the transmission output rotation speed No, and thereby the target input rotation speed of the second clutch 7 (CL2) in the MWSC mode. Find tNm.

ここで目標第2クラッチスリップ回転数演算部42は、発進中を示すように目標駆動トルクが勾配負荷を超えている場合、第2クラッチ7(CL2)の目標入力回転数tNmを、出力側回転数Noとの差回転である第2クラッチスリップ回転の検出が可能となる領域以上の値に下限設定し得るような目標第2クラッチスリップ回転数を設定する。
また目標第2クラッチスリップ回転数演算部42は、発進意図のない停車中を示すように目標駆動トルクが勾配負荷以下である場合、第2クラッチ7(CL2)の目標入力回転数tNmを、出力側回転数Noとの差回転である第2クラッチスリップ回転の検出が不能となる領域以下の値に上限設定し得るような目標第2クラッチスリップ回転数を設定する。Here, the target second clutch slip rotation speed calculation unit 42 outputs the target input rotation speed tNm of the second clutch 7 (CL2) to the output side rotation when the target drive torque exceeds the gradient load so as to indicate that the vehicle is starting. A target second clutch slip rotation speed is set such that the lower limit can be set to a value equal to or greater than an area in which the second clutch slip rotation that is the differential rotation with respect to the number No can be detected.
Further, the target second clutch slip rotational speed calculation unit 42 outputs the target input rotational speed tNm of the second clutch 7 (CL2) when the target drive torque is equal to or less than the gradient load so as to indicate that the vehicle is not intended to start. A target second clutch slip rotation speed is set such that the upper limit can be set to a value equal to or less than a region in which detection of the second clutch slip rotation, which is a differential rotation with respect to the side rotation speed No, becomes impossible.

つまり目標駆動トルクが勾配負荷以下である停車中、目標第2クラッチスリップ回転数演算部42は、目標第2クラッチ(CL2)入力回転数tNmの上限値を、モータ/ジェネレータ5(MG)へ、第2クラッチ7(CL2)のスリップ発熱が多くなる過剰電流が供給されることのない回転数に設定し得るような目標第2クラッチスリップ回転数を設定する。   That is, during a stop where the target drive torque is equal to or less than the gradient load, the target second clutch slip rotation speed calculation unit 42 sets the upper limit value of the target second clutch (CL2) input rotation speed tNm to the motor / generator 5 (MG). A target second clutch slip rotational speed that can be set to a rotational speed at which excess current that increases slip heat generation of the second clutch 7 (CL2) is not supplied is set.

目標第2クラッチスリップ回転数演算部42が上記のように求めた目標第2クラッチスリップ回転数は、後述するところから明らかなようにモータ/ジェネレータ5の制御に供され、従って目標第2クラッチスリップ回転数演算部42は、本発明における動力源制御手段に相当する。   The target second clutch slip rotation speed calculated by the target second clutch slip rotation speed calculation unit 42 as described above is used for control of the motor / generator 5 as will be described later. The rotation speed calculation unit 42 corresponds to the power source control means in the present invention.

ステップＳ07（目標入力トルク演算部36）においては、各種デバイスの保護を考慮しつつ、ステップＳ03（目標駆動トルク演算部31）で求めた目標駆動トルクを実現するための目標入力トルクを演算する。   In step S07 (target input torque calculation unit 36), the target input torque for realizing the target drive torque obtained in step S03 (target drive torque calculation unit 31) is calculated in consideration of protection of various devices.

ステップＳ08（目標エンジントルク／目標モータトルク演算部37）においては、ステップＳ07（目標入力トルク演算部36）で算出した上記の目標入力トルク、およびモータ/ジェネレータ5による発電要求を考慮しつつ、エンジン1およびモータ/ジェネレータ5へのトルク配分を決定し、この配分に基づき目標エンジントルクtTeおよび目標モータトルクtTmを算出する．
なおMWSCモードでは、前記した通り第1クラッチ6（CL1）が解放状態であるため、目標モータトルクtTmは、ステップＳ07（目標入力トルク演算部36）において算出した目標入力トルクと同じである。In step S08 (target engine torque / target motor torque calculation unit 37), the engine is processed in consideration of the target input torque calculated in step S07 (target input torque calculation unit 36) and the power generation request by the motor / generator 5. 1 and the torque distribution to the motor / generator 5 are determined, and the target engine torque tTe and the target motor torque tTm are calculated based on this distribution.
In the MWSC mode, since the first clutch 6 (CL1) is in the disengaged state as described above, the target motor torque tTm is the same as the target input torque calculated in step S07 (target input torque calculation unit 36).

ステップＳ09（目標第2クラッチトルク容量演算部38）においては、ステップＳ04（目標走行モード演算部33）でMWSCモードが選択されている場合、目標第2クラッチトルク容量tTc2を図7のように求めて目標駆動トルクとするが、回転数制御時のモータトルクを用いてこの目標第2クラッチトルク容量tTc2を補正する。
このため図7に示すごとく、演算部51で目標駆動トルクの絶対値を求め、加算器52でこの目標駆動トルクの絶対値に目標第2クラッチトルク容量tTc2の容量過多側オフセット量ΔtTc2を加算することにより、目標第2クラッチトルク容量フィードフォワード（F/F）制御値を求める。In step S09 (target second clutch torque capacity calculation unit 38), when the MWSC mode is selected in step S04 (target travel mode calculation unit 33), the target second clutch torque capacity tTc2 is obtained as shown in FIG. The target second drive torque capacity tTc2 is corrected using the motor torque during the rotation speed control.
Therefore, as shown in FIG. 7, the calculation unit 51 obtains the absolute value of the target drive torque, and the adder 52 adds the excessive capacity side offset amount ΔtTc2 of the target second clutch torque capacity tTc2 to the absolute value of the target drive torque. Thus, the target second clutch torque capacity feedforward (F / F) control value is obtained.

目標第2クラッチトルク容量tTc2の容量過多側オフセット量ΔtTc2は、図8に示すように求める。
オフセット係数演算部71において、第2クラッチ7(CL2)の温度および勾配負荷からオフセット係数（0〜1）を求める。
切り替え器72は、MWSCモード走行でなければ、常時0のオフセット係数を入力されている接点からの信号を出力し、MWSCモード走行であれば、上記のオフセット係数（0〜1）を入力されている接点からの信号を出力する。The excessive capacity side offset amount ΔtTc2 of the target second clutch torque capacity tTc2 is obtained as shown in FIG.
In the offset coefficient calculation unit 71, an offset coefficient (0 to 1) is obtained from the temperature of the second clutch 7 (CL2) and the gradient load.
The switch 72 outputs a signal from the contact point that is always input with an offset coefficient of 0 if not traveling in MWSC mode, and the offset coefficient (0 to 1) described above is input if traveling in MWSC mode. The signal from the contact point is output.

変化率制限部73においては、切り替え器72からのオフセット係数を設定変化率以上の速度で急変することのないよう変化率制限する。
乗算器74では、シフトレンジ毎のオフセットトルクに、上記の変化率制限されたオフセット係数を乗じて、目標第2クラッチトルク容量tTc2の容量過多側オフセット量ΔtTc2を求める。The change rate limiting unit 73 limits the change rate so that the offset coefficient from the switch 72 does not change suddenly at a speed equal to or higher than the set change rate.
The multiplier 74 multiplies the offset torque for each shift range by the offset coefficient with the change rate limited to obtain the excessive capacity side offset amount ΔtTc2 of the target second clutch torque capacity tTc2.

ところで、MWSCモード以外では切り替え器72がオフセット係数0に保つため、オフセット量ΔtTc2も0である。
しかしMWSCモードであれば、切り替え器72が0と1との間におけるオフセット係数を出力してオフセット量ΔtTc2の演算に資するため、目標第2クラッチトルク容量tTc2を容量過多側へオフセットするためのオフセット量ΔtTc2を求めることができる。
かかる目標第2クラッチトルク容量tTc2の容量過多側オフセット量ΔtTc2は、第2クラッチ7(CL2)の制御特性に関わるバラツキや経時変化によっても、第2クラッチ7(CL2)が決して解放されることなく、勾配負荷に抗し得るトルク容量により車両の登坂路ずり下がりを防止するためのものである。By the way, in other than the MWSC mode, since the switch 72 keeps the offset coefficient 0, the offset amount ΔtTc2 is also 0.
However, in the MWSC mode, the switch 72 outputs an offset coefficient between 0 and 1 to contribute to the calculation of the offset amount ΔtTc2, so that the offset for offsetting the target second clutch torque capacity tTc2 to the excessive capacity side. The quantity ΔtTc2 can be determined.
The over-capacity side offset amount ΔtTc2 of the target second clutch torque capacity tTc2 is never released even if the second clutch 7 (CL2) is released due to variations in the control characteristics of the second clutch 7 (CL2) or changes over time. This is to prevent the vehicle from slipping down the uphill road with a torque capacity that can withstand gradient loads.

なお図7では、加算器52で目標駆動トルクの絶対値に目標第2クラッチトルク容量tTc2の容量過多側オフセット量ΔtTc2を加算することにより、目標第2クラッチトルク容量フィードフォワード（F/F）制御値を求めることとしたが、
走行モードに関係なく、目標駆動トルクをΔtTc2だけ容量過多側に設定しておき、加算器52を省略するようにしてもよい。In FIG. 7, the target second clutch torque capacity feedforward (F / F) control is performed by adding the excessive capacity side offset amount ΔtTc2 of the target second clutch torque capacity tTc2 to the absolute value of the target drive torque by the adder 52. I decided to calculate the value,
Regardless of the travel mode, the target drive torque may be set on the excess capacity side by ΔtTc2 and the adder 52 may be omitted.

図7における加算器53では、目標第2クラッチトルク容量フィードフォワード（F/F）制御値に、EVモードで求めておいた第2クラッチトルク容量学習値を加算して目標第2クラッチトルク容量フィードバック（F/B）制御値を求め、この目標第2クラッチトルク容量フィードバック（F/B）制御値を加減算器54に入力する。
規範応答算出部55では、目標入力回転数を所定の規範応答で実現するのに必要な時々刻々の過渡目標入力回転数を求め、減算器56においては、かかる過渡目標入力回転数から実入力回転数を差し引いて、これら両者間の入力回転偏差を求める。In the adder 53 in FIG. 7, the target second clutch torque capacity feedback is obtained by adding the second clutch torque capacity learning value obtained in the EV mode to the target second clutch torque capacity feedforward (F / F) control value. A (F / B) control value is obtained, and this target second clutch torque capacity feedback (F / B) control value is input to the adder / subtractor 54.
The normative response calculation unit 55 obtains the transient target input speed necessary for realizing the target input speed with a predetermined standard response, and the subtractor 56 calculates the actual input speed from the transient target input speed. Subtract the number to find the input rotation deviation between them.

回転数フィードバック(F/B)補償器57においては、上記の入力回転偏差を無くして実入力回転数を上記の過渡目標入力回転数に一致させるのに必要な目標第2クラッチトルク容量tTc2の回転数F/B補償量を求め、この回転数F/B補償量を加減算器54に入力する。   In the rotational speed feedback (F / B) compensator 57, the rotation of the target second clutch torque capacity tTc2 required to eliminate the input rotational deviation and make the actual input rotational speed coincide with the transient target input rotational speed. The number F / B compensation amount is obtained, and this rotation number F / B compensation amount is input to the adder / subtractor 54.

減算器58においては、目標駆動トルクから推定エンジントルクを差し引いて目標モータトルクを求め、規範応答算出部59では、この目標モータトルクを所定の規範応答で実現するのに必要な時々刻々の過渡目標モータトルクを求めて減算器61へ入力する。   The subtractor 58 obtains the target motor torque by subtracting the estimated engine torque from the target drive torque, and the normative response calculation unit 59 performs the transient target every moment necessary for realizing this target motor torque with a predetermined normative response. The motor torque is obtained and input to the subtractor 61.

変速機フリクショントルク演算部62においては、実入力回転数および変速機作動油温からマップ検索などにより自動変速機3のフリクショントルクを求め、乗算器63でこの変速機フリクショントルクに安全率を掛けて変速機フリクショントルク余裕値を求める。
減算器64においては、モータトルクから変速機フリクショントルク余裕値を差し引いて実用可能モータトルクを演算し、この実用可能モータトルクを減算器61へ入力する。In the transmission friction torque calculation unit 62, the friction torque of the automatic transmission 3 is obtained from the actual input rotation speed and the transmission hydraulic oil temperature by searching the map, etc., and the multiplier 63 multiplies the transmission friction torque by a safety factor. Obtain the transmission friction torque margin.
The subtractor 64 calculates a practical motor torque by subtracting the transmission friction torque margin value from the motor torque, and inputs this practical motor torque to the subtractor 61.

減算器61においては、規範応答算出部59で求めた過渡目標モータトルクから、減算器64で求めた実用可能モータトルクを差し引いて、過渡目標モータトルクに対する実用可能モータトルクのモータトルク偏差（過不足）を演算する。
このモータトルク偏差は、自動変速機3がワンウェイクラッチを介して動力伝達を行う変速段へ投入されている間、ワンウェイクラッチが非係合（解放）状態であるとき0になる。The subtractor 61 subtracts the practical motor torque obtained by the subtractor 64 from the transient target motor torque obtained by the normative response calculation unit 59 to obtain a motor torque deviation (over or shortage) of the practical motor torque with respect to the transient target motor torque. ) Is calculated.
This motor torque deviation becomes 0 when the one-way clutch is in a non-engaged (released) state while the automatic transmission 3 is being put into a gear stage that transmits power via the one-way clutch.

切り替え器65は、第2クラッチスリップ回転検出可能判定器66で実入力回転数が第2クラッチスリップ回転検出可能域判定用の所定値未満（第2クラッチのスリップ回転を検出不能）であると判定するとき実線位置になり、第2クラッチスリップ回転検出可能判定器66で実入力回転数が所定値以上（第2クラッチのスリップ回転を検出可能）であると判定するとき破線位置になるものである。   The switch 65 determines that the actual input rotational speed is less than the predetermined value for determining the second clutch slip rotation detectable range by the second clutch slip rotation detectability determiner 66 (the slip rotation of the second clutch cannot be detected). The second clutch slip rotation detectability determiner 66 determines that the actual input rotation speed is equal to or greater than a predetermined value (the second clutch slip rotation can be detected). .

モータトルク偏差切り替え器65は、破線位置である時（第2クラッチのスリップ回転を検出可能である時）、減算器61からのモータトルク偏差を出力し、実線位置である時（第2クラッチのスリップ回転を検出不能である時）、セレクトハイ選択器67で選択した減算器61からのモータトルク偏差およびモータトルク偏差＝0のうちの大きい方を出力するものである。   The motor torque deviation switch 65 outputs the motor torque deviation from the subtractor 61 when it is at the broken line position (when the slip rotation of the second clutch can be detected), and when it is at the solid line position (when the second clutch is When the slip rotation cannot be detected), the larger one of the motor torque deviation from the subtractor 61 selected by the select high selector 67 and the motor torque deviation = 0 is output.

トルクフィードバック(F/B)補償器68においては、切り替え器65の出力であるモータトルク偏差を無くして上記の過渡目標モータトルクを実現するのに必要な目標第2クラッチトルク容量tTc2のトルクF/B補償量を求め、このトルクF/B補償量を加減算器54に入力する。   In the torque feedback (F / B) compensator 68, the torque F / B of the target second clutch torque capacity tTc2 necessary to eliminate the motor torque deviation which is the output of the switch 65 and realize the above transient target motor torque. The B compensation amount is obtained, and this torque F / B compensation amount is input to the adder / subtractor 54.

加減算器54は、加算器53で求めた目標第2クラッチトルク容量学習制御値から、回転数フィードバック補償器57で求めた回転数F/B補償量を差し引き、次に、トルクフィードバック補償器68で求めたトルクF/B補償量を足し込むことにより、最終的なフィードバック制御値である目標第2クラッチトルク容量tTc2を演算する。   The adder / subtractor 54 subtracts the rotational speed F / B compensation amount obtained by the rotational speed feedback compensator 57 from the target second clutch torque capacity learning control value obtained by the adder 53, and then the torque feedback compensator 68 By adding the calculated torque F / B compensation amount, the target second clutch torque capacity tTc2 that is the final feedback control value is calculated.

図7,8につき上述したように求める目標第2クラッチトルク容量tTc2は、モータトルクによる補正を以下のごとくに行われることとなる。
つまり、自動変速機3がワンウェイクラッチを介した変速段に投入されている間において、
(1)第2クラッチ7(CL2)のスリップ回転を検出可能な入力回転領域である場合は、切り替え器65が破線位置となって、減算器61からのモータトルク偏差を出力するため、
(1)-1 ワンウェイクラッチが係合（締結）状態であれば、
モータトルクによる第2クラッチ目標伝達トルク容量tTc2の補正として、増加補正または減少補正の何れをも実施することとなり、
(1)-2 ワンウェイクラッチが非係合（解放）状態であれば、
減算器61からのモータトルク偏差が0になることで、モータトルクによる第2クラッチ目標伝達トルク容量tTc2の補正を禁止することとなる。The target second clutch torque capacity tTc2 obtained as described above with reference to FIGS. 7 and 8 is corrected by the motor torque as follows.
In other words, while the automatic transmission 3 is being put into the gear position via the one-way clutch,
(1) In the case of the input rotation region in which the slip rotation of the second clutch 7 (CL2) can be detected, the switch 65 becomes a broken line position, and the motor torque deviation from the subtractor 61 is output.
(1) -1 If the one-way clutch is engaged (engaged),
As a correction of the second clutch target transmission torque capacity tTc2 by the motor torque, either an increase correction or a decrease correction will be performed.
(1) -2 If the one-way clutch is disengaged (released),
When the motor torque deviation from the subtractor 61 becomes 0, the correction of the second clutch target transmission torque capacity tTc2 by the motor torque is prohibited.

また、同じく自動変速機3がワンウェイクラッチを介した変速段に投入されている間において、
(2) 第2クラッチ7(CL2)のスリップ回転を検出不能な（ワンウェイクラッチの係合、解放を検出不能な）入力回転領域である場合は、切り替え器65が実線位置となって、セレクトハイ選択器67の選択結果、つまり減算器61からのモータトルク偏差およびモータトルク偏差＝0のうちの大きい方を出力するため、
モータトルクによりワンウェイクラッチの解放を検出し、モータトルクによる第2クラッチ目標伝達トルク容量の補正として、上記のセレクトハイ選択により減少補正のみを実施することとなる。Similarly, while the automatic transmission 3 is being put into the shift stage via the one-way clutch,
(2) In the input rotation range where the slip rotation of the second clutch 7 (CL2) cannot be detected (engagement / release of the one-way clutch cannot be detected), the switch 65 becomes a solid line position and the select high In order to output the selection result of the selector 67, that is, the larger one of the motor torque deviation from the subtractor 61 and the motor torque deviation = 0,
The release of the one-way clutch is detected based on the motor torque, and only the reduction correction is performed by the above select high selection as the correction of the second clutch target transmission torque capacity based on the motor torque.

他方、自動変速機3がワンウェイクラッチに関与しない変速段に投入されている間において、
(1) 第2クラッチ7(CL2)のスリップ回転を検出可能な入力回転領域である場合は、切り替え器65が破線位置となって、減算器61からのモータトルク偏差を出力するため、
モータトルクによる第2クラッチ目標伝達トルク容量tTc2の補正として、増加補正または減少補正の何れをも実施することとなり、
(2) 第2クラッチ7(CL2)のスリップ回転を検出不能な入力回転領域である場合は、切り替え器65が実線位置となって、セレクトハイ選択器67の選択結果、つまり減算器61からのモータトルク偏差およびモータトルク偏差＝0のうちの大きい方を出力するため、
第2クラッチ(CL2)スリップ回転の極性が不明なため、当該スリップ回転の極性に関わらず、モータトルクによる第2クラッチ目標伝達トルク容量tTc2の補正として、上記のセレクトハイ選択により減少補正のみを実施することとなる。On the other hand, while the automatic transmission 3 is being put into a gear stage that is not involved in the one-way clutch,
(1) In the case of the input rotation region in which the slip rotation of the second clutch 7 (CL2) can be detected, the switch 65 becomes a broken line position and outputs the motor torque deviation from the subtractor 61.
As a correction of the second clutch target transmission torque capacity tTc2 by the motor torque, either an increase correction or a decrease correction will be performed.
(2) In the case of the input rotation region where the slip rotation of the second clutch 7 (CL2) cannot be detected, the switch 65 becomes a solid line position, and the selection result of the select high selector 67, that is, from the subtractor 61 To output the larger of motor torque deviation and motor torque deviation = 0,
Since the polarity of the slip rotation of the second clutch (CL2) is unknown, only the decrease correction is performed by the above select high selection as the correction of the second clutch target transmission torque capacity tTc2 by the motor torque regardless of the polarity of the slip rotation. Will be.

更に付言すれば、モータトルクによる第2クラッチ目標伝達トルク容量tTc2の上記補正は、第2クラッチ7(CL2)のスリップ回転を検出不能な入力回転領域で、第2クラッチ目標伝達トルク容量tTc2を減少側のみに補正するが、
加算器52で目標駆動トルクの絶対値に目標第2クラッチトルク容量tTc2の容量過多側オフセット量ΔtTc2を加算しているため、この容量過多分を減少側補正することとなり、第2クラッチ7(CL2)のスリップ状態やワンウェイクラッチの締結／開放を判定し得ない状況下でも第2クラッチ7(CL2)のバラツキを確実に補正することができる。In addition, the above correction of the second clutch target transmission torque capacity tTc2 by the motor torque reduces the second clutch target transmission torque capacity tTc2 in the input rotation region where the slip rotation of the second clutch 7 (CL2) cannot be detected. Correct only to the side,
Since the adder 52 adds the excessive capacity side offset amount ΔtTc2 of the target second clutch torque capacity tTc2 to the absolute value of the target drive torque, the excess capacity is corrected on the decrease side, and the second clutch 7 (CL2 ) And the variation of the second clutch 7 (CL2) can be reliably corrected even in a situation where it cannot be determined whether the one-way clutch is engaged / released.

またモータトルクによる第2クラッチ目標伝達トルク容量tTc2の上記補正では、モータトルクから、油温に応じた粘性抵抗を含む変速機フリクション分を差し引いて実用可能なモータトルクを求め、これを第2クラッチ目標伝達トルク容量tTc2の補正に用いるため、
回転数制御中に目標回転数と実回転数が一致していて、且つ第2クラッチトルク容量が0であるのに、実際にはモータトルクが0にならない場合において、これを考慮した制御が可能になる。Further, in the above correction of the second clutch target transmission torque capacity tTc2 based on the motor torque, a practical motor torque is obtained by subtracting the transmission friction including the viscous resistance corresponding to the oil temperature from the motor torque, and this is obtained as the second clutch. Because it is used to correct the target transmission torque capacity tTc2,
If the target speed and the actual speed are the same during the speed control and the second clutch torque capacity is 0, but the motor torque does not actually become 0, control that takes this into account is possible become.

なお、図面では本発明と関係ないため省略したが、第1クラッチ6（CL1）の目標第1クラッチトルク容量tTc1は、車両走行状態およびエンジン回転数などに応じて従来通りに演算する。   Although omitted in the drawings because it is not related to the present invention, the target first clutch torque capacity tTc1 of the first clutch 6 (CL1) is calculated as usual according to the vehicle running state, the engine speed, and the like.

図4のステップＳ10においては、前記諸々の演算結果tTe,tTm,tNm,tTc1,tTc2をそれぞれ、図2,3に示すごとく各コントローラへ送信する。   In step S10 of FIG. 4, the various calculation results tTe, tTm, tNm, tTc1, and tTc2 are transmitted to the controllers as shown in FIGS.

＜実施例の効果＞
上記した実施例になる車両の駆動力制御装置によれば、
目標駆動トルクが勾配負荷を超えている場合は、つまり、運転者が駆動力による発進を希望していて目標駆動力が路面勾配を登坂可能な駆動力である場合は、第2クラッチ7(CL2)の目標入力側回転数である目標モータ回転数tNmを、出力側回転数Noとの差値であるスリップ回転の検出が可能となる値に下限設定して、この下限設定した目標モータ回転数tNmが達成されるようモータ/ジェネレータ5を制御し、また、
目標駆動トルクが勾配負荷以下である場合は、つまり、運転者が駆動力による発進を希望していなくて目標駆動力が路面勾配を登坂可能な駆動力でない場合は、第2クラッチ7(CL2)の目標入力側回転数である目標モータ回転数tNmの上限値を、モータ/ジェネレータ5へ過剰電流が供給されることのないモータ回転数（入力側回転数）に設定して、この上限設定した目標モータ回転数tNmが達成されるようモータ/ジェネレータ5を制御するため、以下の作用効果を奏し得る。<Effect of Example>
According to the vehicle driving force control apparatus according to the embodiment described above,
If the target driving torque exceeds the gradient load, that is, if the driver wants to start with the driving force and the target driving force is a driving force capable of climbing the road surface gradient, the second clutch 7 (CL2 ) Target motor speed tNm, which is the target input speed, is set to a lower limit that can detect slip rotation, which is the difference from output speed No, and this lower limit target motor speed is set. Control the motor / generator 5 so that tNm is achieved,
If the target drive torque is equal to or less than the gradient load, that is, if the driver does not want to start with the drive force and the target drive force is not a drive force that can climb the road gradient, the second clutch 7 (CL2) The upper limit value of the target motor speed tNm, which is the target input speed, is set to the motor speed (input speed) that does not supply excessive current to the motor / generator 5, and this upper limit is set. Since the motor / generator 5 is controlled so that the target motor rotation speed tNm is achieved, the following effects can be obtained.

つまり、運転者が例えば図9の瞬時t1におけるブレーキOFFおよびアクセル開度APO>0により発進を希望したことで、目標駆動トルクが瞬時t2に勾配負荷を超えることとなった場合につき説明すると、
第2クラッチ7(CL2)の目標入力側回転数（目標モータ回転数tNm）を、出力側回転数Noとの差値であるスリップ回転の検出が可能となるスリップ検出可能限界値ωLLIM以上の値に下限設定し、これが実現されるようモータ/ジェネレータ5を制御する。In other words, for example, when the driver desires to start with the brake OFF and the accelerator opening APO> 0 at the instant t1 in FIG. 9, the target drive torque exceeds the gradient load at the instant t2,
The target input side rotational speed (target motor rotational speed tNm) of the second clutch 7 (CL2) is not less than the slip detection detectable limit value ω LLIM that enables detection of the slip rotation that is the difference value from the output side rotational speed No. The lower limit is set to the value, and the motor / generator 5 is controlled so that this is realized.

かかる目標入力側回転数（目標モータ回転数tNm）の下限設定により、第2クラッチ7(CL2)のスリップ回転を正確に検出可能となり、当該検出した正確なスリップ回転に基づく正規の勾配負荷対応駆動力制御が可能であって、運転者の希望に沿った運転性重視の制御を行わせることができる。   By setting the lower limit of the target input side speed (target motor speed tNm), it is possible to accurately detect the slip rotation of the second clutch 7 (CL2), and a normal gradient load compatible drive based on the detected accurate slip rotation. Force control is possible, and control with an emphasis on drivability according to the driver's wishes can be performed.

なお、上記目標入力側回転数（目標モータ回転数tNm）の下限設定の目的から明らかなように、この下限設定された目標入力側回転数（目標モータ回転数tNm）を達成するために行われるモータ/ジェネレータ5の回転上昇制御は、この回転上昇を行わないと、クラッチ出力回転数がセンサ検出不能な低さであるため、第2クラッチ7(CL2)のスリップ回転検出が不能であるような低車速走行中に生起される。   As is clear from the purpose of setting the lower limit of the target input side rotational speed (target motor rotational speed tNm), this is performed to achieve the lower limit set target input side rotational speed (target motor rotational speed tNm). If the rotation increase control of the motor / generator 5 is not performed, the clutch output rotation speed is so low that the sensor cannot be detected, so that the slip rotation detection of the second clutch 7 (CL2) cannot be detected. Occurs when driving at low vehicle speeds.

他方で、運転者が図10に示すようにブレーキOFF 瞬時t1以後もアクセル開度APO＝0に発進を希望しない停車中のため目標駆動力が勾配負荷以下である場合、目標入力側回転数（目標モータ回転数tNm）の上限値を、モータ/ジェネレータ5へ過剰電流が供給されることのないモータ回転数（入力側回転数）、つまりスリップ検出可能限界値ωLLIM未満のモータ回転数（入力側回転数）に設定する。On the other hand, as shown in FIG. 10, when the target driving force is equal to or less than the gradient load because the vehicle does not want to start at the accelerator opening APO = 0 even after the brake OFF instant t1, as shown in FIG. The upper limit value of the target motor speed tNm) is set to the motor speed (input side speed) at which excess current is not supplied to the motor / generator 5, that is, the motor speed (input) less than the slip detection limit value ω LLIM Side rotation number).

そのため、モータ/ジェネレータ5への過剰電流により第2クラッチ7(CL2)のスリップ回転が大きくなって第2クラッチ発熱量が多くなるのを防止し得ることとなり、運転者が希望していない運転性に代えて第2クラッチ7(CL2)の発熱抑制を重視した制御を行わせることができる。   Therefore, it is possible to prevent the slip rotation of the second clutch 7 (CL2) due to excess current to the motor / generator 5 and increase the amount of heat generated by the second clutch. Instead of this, it is possible to perform control that emphasizes suppression of heat generation of the second clutch 7 (CL2).

よって本実施例の勾配負荷対応駆動力制御装置にあっては、ハイブリッド車両の発進/停止に応じ、第2クラッチ7(CL2)の目標入力側回転数（目標モータ回転数tNm）を上記のごとく切り替えることにより、第2クラッチ7(CL2)の制御特性変化やバラツキに関わらず、車両発進時に要求される運転性と、車両停止中に要求される第2クラッチ7(CL2)の発熱抑制とを、共に実現して両立させることができる。   Therefore, in the gradient load corresponding driving force control apparatus of the present embodiment, the target input side rotational speed (target motor rotational speed tNm) of the second clutch 7 (CL2) is set as described above in accordance with the start / stop of the hybrid vehicle. By switching, the drivability required at the start of the vehicle and the suppression of heat generation of the second clutch 7 (CL2) required when the vehicle is stopped, regardless of changes in control characteristics and variations of the second clutch 7 (CL2). Can be realized together.

また本実施例では、第2クラッチ7(CL2)の目標伝達トルク容量tTc2を目標駆動トルクとし、この目標伝達トルク容量tTc2を、回転数制御時のモータトルクに応じ補正するため、
MWSCモード時に、第2クラッチ7(CL2)の制御特性変化やバラツキにも係わらず、運転者の希望する目標駆動トルクを実現することができる。In this embodiment, the target transmission torque capacity tTc2 of the second clutch 7 (CL2) is set as the target driving torque, and this target transmission torque capacity tTc2 is corrected according to the motor torque at the time of rotational speed control.
In the MWSC mode, the target driving torque desired by the driver can be realized regardless of the control characteristic change and variation of the second clutch 7 (CL2).

更に本実施例においては、第2クラッチ7(CL2)の目標伝達トルク容量tTc2の設定に際し、第2クラッチ7(CL2)の制御特性変化やバラツキを考慮し、目標駆動トルクよりも容量過多側にオフセットさせたため、
ワンウェイクラッチの係合や解放、および第2クラッチ7(CL2)のスリップ回転方向を判定できない極低速時でも、第2クラッチ7(CL2)の制御特性変化やバラツキを考慮した補正を確実に行うことができる。Furthermore, in the present embodiment, when setting the target transmission torque capacity tTc2 of the second clutch 7 (CL2), the control characteristic change and variation of the second clutch 7 (CL2) are taken into consideration, and the capacity is set to the excessive capacity side from the target drive torque. Because it was offset
Ensuring that corrections are made in consideration of changes and variations in control characteristics of the second clutch 7 (CL2) even at extremely low speeds where the one-way clutch is engaged and released and the slip rotation direction of the second clutch 7 (CL2) cannot be determined. Can do.

また本実施例においては、自動変速機3がワンウェイクラッチを介した変速段選択状態である間、
(1) 第2クラッチ7(CL2)のスリップ回転が検出可能な回転領域である場合は、
(1)-1 ワンウェイクラッチの締結時なら、
モータトルクによる第2クラッチ目標伝達トルク容量tTc2の補正として、増加補正または減少補正の何れをも実施し、
(1)-2 ワンウェイクラッチの解放時なら、
モータトルクによる第2クラッチ目標伝達トルク容量tTc2の補正を禁止し、
(2) 第2クラッチ7(CL2)のスリップ回転が検出不能な回転領域である場合は、
モータトルクによりワンウェイクラッチの解放を検出し、第2クラッチ目標伝達トルク容量tTc2の補正として、減少補正のみを実施することから、
ワンウェイクラッチの係合特性が非線形特性であることに起因して、ワンウェイクラッチの係合、解放、および第2クラッチ7(CL2)のスリーブ回転方向を検出できない極低速でも、第2クラッチ7(CL2)の制御特性変化やバラツキを考慮した補正を確実に行うことができる。Further, in the present embodiment, while the automatic transmission 3 is in the gear position selection state via the one-way clutch,
(1) If the slip rotation of the second clutch 7 (CL2) is a detectable rotation range,
(1) -1 When the one-way clutch is engaged,
As the correction of the second clutch target transmission torque capacity tTc2 by the motor torque, either increase correction or decrease correction is performed,
(1) -2 When releasing the one-way clutch,
The correction of the second clutch target transmission torque capacity tTc2 by the motor torque is prohibited,
(2) If the slip rotation of the second clutch 7 (CL2) is an undetectable rotation region,
Since the release of the one-way clutch is detected by the motor torque and only the decrease correction is performed as the correction of the second clutch target transmission torque capacity tTc2,
Due to the non-linear characteristics of the one-way clutch engagement characteristics, the second clutch 7 (CL2) can be engaged even at extremely low speeds where the one-way clutch engagement and disengagement and the sleeve rotation direction of the second clutch 7 (CL2) cannot be detected. ) Can be reliably corrected in consideration of control characteristic changes and variations.

加えて本実施例においては、自動変速機3がワンウェイクラッチに関与しない変速段に投入されている間、
(1) 第2クラッチ7(CL2)のスリップ回転を検出可能な入力回転領域である場合は、
モータトルクによる第2クラッチ目標伝達トルク容量tTc2の補正として、増加補正または減少補正の何れをも実施し、
(2) 第2クラッチ7(CL2)のスリップ回転を検出不能な入力回転領域である場合は、
第2クラッチ(CL2)スリップ回転の極性が不明なため、当該スリップ回転の極性に関わらず、モータトルクによる第2クラッチ目標伝達トルク容量tTc2の補正として、減少補正のみを実施するため、
第2クラッチ7(CL2)のスリーブ回転方向を検出できない極低速でも、第2クラッチ7(CL2)の制御特性変化やバラツキを考慮した補正を確実に行うことができることとなり、
第2クラッチ7(CL2)の目標入力側回転数（目標モータ回転数tNm）を前記のごとく下げて、第2クラッチ7(CL2)の発熱量を確実に低下させることができる。In addition, in the present embodiment, while the automatic transmission 3 is being put into a gear stage that is not involved in the one-way clutch,
(1) If it is the input rotation range where the slip rotation of the second clutch 7 (CL2) can be detected,
As the correction of the second clutch target transmission torque capacity tTc2 by the motor torque, either increase correction or decrease correction is performed,
(2) When the slip rotation of the second clutch 7 (CL2) is in the input rotation region where it cannot be detected,
Since the polarity of the second clutch (CL2) slip rotation is unknown, regardless of the polarity of the slip rotation, only the reduction correction is performed as the correction of the second clutch target transmission torque capacity tTc2 by the motor torque.
Even at extremely low speeds where the sleeve rotation direction of the second clutch 7 (CL2) cannot be detected, it is possible to reliably perform corrections taking into account control characteristic changes and variations of the second clutch 7 (CL2).
By reducing the target input side rotational speed (target motor rotational speed tNm) of the second clutch 7 (CL2) as described above, the heat generation amount of the second clutch 7 (CL2) can be reliably reduced.

更に本実施例においては、モータトルクによる第2クラッチ目標伝達トルク容量tTc2の補正に際し、入力軸に関するフリクションおよび粘性抵抗を考慮して当該補正を行うようにしたため、
また当該入力軸に関するフリクションおよび粘性抵抗を変速機油温に応じてスケジューリングしたため、
第2クラッチ目標伝達トルク容量tTc2の補正精度を向上させることができる。Further, in this embodiment, when correcting the second clutch target transmission torque capacity tTc2 by the motor torque, the correction is performed in consideration of the friction and viscous resistance related to the input shaft.
In addition, because the friction and viscous resistance related to the input shaft are scheduled according to the transmission oil temperature,
The correction accuracy of the second clutch target transmission torque capacity tTc2 can be improved.

その他の実施例Other examples

なお上記した実施例では、車両がエンジン1（内燃機関など）およびモータ/ジェネレータ5を動力源とするハイブリッド車両である場合につき本発明を説明したが、
エンジンまたは回転電機のいずれか一方のみを動力源とする車両に対しても本発明は同様に適用可能であり、この場合も前記した作用・効果が同様に奏し得られること勿論である。In the above-described embodiment, the present invention has been described for the case where the vehicle is a hybrid vehicle using the engine 1 (such as an internal combustion engine) and the motor / generator 5 as power sources.
The present invention can be similarly applied to a vehicle using only one of the engine and the rotating electrical machine as a power source. In this case as well, it is a matter of course that the above-described operations and effects can be similarly achieved.

また上記実施例では、図6につき前述したごとく、路面勾配θから演算部41で勾配負荷を求め、演算部31で求めた目標駆動トルクがこの勾配負荷を超えているか否かにより、運転者が駆動力による発進を希望しているか否かを判定して、発進時用の運転性重視制御とするか、停車時用のクラッチ発熱対策重視制御にするかを判断することとしたが、
路面勾配θから勾配負荷を求める演算部41をなくし、路面勾配θ自身の大きさを基に、上記の判断を行うようにしてもよいのは言うまでもない。In the above embodiment, as described above with reference to FIG. 6, the gradient load is obtained by the calculation unit 41 from the road gradient θ, and the driver determines whether the target drive torque obtained by the calculation unit 31 exceeds the gradient load. It was decided whether or not the start by the driving force was desired, and it was decided whether to set the driving importance control for starting or the clutch heat generation countermeasure priority control for stopping.
It goes without saying that the calculation unit 41 for obtaining the gradient load from the road surface gradient θ may be eliminated and the above determination may be made based on the magnitude of the road surface gradient θ itself.

【０００３】
を制御することにより、上記の問題を解消し得るようにした車両の駆動力制御装置を提案することを目的とする。
［課題を解決するための手段］
［００１０］
この目的のため、本発明による車両の駆動力制御装置は、これを以下の構成とする。
先ず、前提となる車両を説明するに、これは、
動力源および駆動車輪間の伝動系に発進クラッチを具え、該発進クラッチの伝達トルク容量制御により駆動力を制御可能な車両である。
［００１１］
かかる車両に用いる本発明の駆動力制御装置は、以下のような目標駆動力演算手段と、路面勾配検出手段と、動力源制御手段とを具備した構成に特徴づけられる。
［００１２］
先ず目標駆動力演算手段は、運転状態から車両の目標駆動トルクを演算するものであり、また、路面勾配検出手段は、車両走行中の路面勾配を検出するものである。
そして動力源制御手段は、これら路面勾配検出手段および動力源制御手段からの信号を基に、発進クラッチの伝達トルク容量制御による駆動力制御中、上記目標駆動力演算手段で演算した目標駆動力が走行中の路面勾配を登坂可能な駆動力である場合は、上記発進クラッチの目標入力側回転数を、上記目標駆動力が走行中の勾配路を登坂可能な駆動力未満である場合における上記発進クラッチの目標入力側回転数よりも高い回転数であって、且つクラッチ出力側回転数との差値であるスリップ回転の検出が低車速走行中においても可能な領域の回転数に定め、このように定めた目標入力側回転数が実現されるよう上記動力源を駆動制御するものである。
［発明の効果］
［００１３］
上記した本発明による車両の駆動力制御装置によれば、
発進クラッチの伝達トルク容量制御による駆動力制御中、目標駆動力が路面勾配を登坂可能な駆動力である場合は、発進クラッチの目標入力側回転数を、上記目標駆動力が走行中の勾配路を登坂可能な駆動力未満である場合における上記発進クラッチの目標入力側回転数よりも高い回転数であって、且つクラッチ出力側回転数との差値であるスリップ回転の検出が低車速走行中においても可能な領域の回転数に定め、このように定めた目標入力側回転数が実現されるよう動力源を駆動制御するため、以下の作用効果を奏し得る。
［００１４］
つまり、運転者が駆動力による発進を希望しているため目標駆動力が路面勾配を登坂可能な駆動力である場合は、正確に検出可能な発進クラッチのス[0003]
It is an object of the present invention to propose a driving force control device for a vehicle that can solve the above problem by controlling the motor.
[Means for solving problems]
[0010]
For this purpose, the driving force control apparatus for a vehicle according to the present invention has the following configuration.
First, to explain the premise vehicle,
The vehicle includes a starting clutch in a transmission system between a power source and a driving wheel, and the driving force can be controlled by controlling a transmission torque capacity of the starting clutch.
[0011]
The driving force control apparatus of the present invention used for such a vehicle is characterized by a configuration including target driving force calculation means, road surface gradient detection means, and power source control means as follows.
[0012]
First, the target driving force calculating means calculates the target driving torque of the vehicle from the driving state, and the road surface gradient detecting means detects the road surface gradient during traveling of the vehicle.
Based on the signals from the road surface gradient detecting means and the power source control means, the power source control means determines the target driving force calculated by the target driving force calculation means during the driving force control by the transmission clutch capacity control of the starting clutch. When the driving force is capable of climbing the road gradient during traveling, the target input side rotational speed of the start clutch is set to the start when the target driving force is less than the driving force capable of climbing the traveling gradient road. The rotational speed of the clutch is determined to be a rotational speed that is higher than the target input-side rotational speed of the clutch and that can be detected even when the vehicle is traveling at a low vehicle speed. The power source is driven and controlled so that the target input side rotational speed determined in (1) is realized.
[Effect of the invention]
[0013]
According to the vehicle driving force control apparatus of the present invention described above,
When the target driving force is a driving force capable of climbing the road gradient during the driving force control by the transmission torque capacity control of the starting clutch, the target input side rotational speed of the starting clutch is set to the gradient road on which the target driving force is traveling. The slip rotation that is higher than the target input side rotational speed of the starting clutch and the difference value from the clutch output side rotational speed when the driving force is less than the driving force capable of climbing the vehicle is running at a low vehicle speed. Since the power source is driven and controlled so as to realize the target input side rotational speed determined in this manner, the following operational effects can be obtained.
[0014]
In other words, if the driver wants to start using the driving force and the target driving force is a driving force that can climb the road gradient, the start clutch clutch can be detected accurately.

【００１８】
るモータトルク偏差を無くして上記の過渡目標モータトルクを実現するのに必要な目標第２クラッチトルク容量ｔＴｃ２のトルクＦ／Ｂ補償量を求め、このトルクＦ／Ｂ補償量を加減算器５４に入力する。
［００６６］
加減算器５４は、加算器５３で求めた目標第２クラッチトルク容量学習制御値から、回転数フィードバック補償器５７で求めた回転数Ｆ／Ｂ補償量を差し引き、次に、トルクフィードバック補償器６８で求めたトルクＦ／Ｂ補償量を足し込むことにより、最終的なフィードバック制御値である目標第２クラッチトルク容量ｔＴｃ２を演算する。
［００６７］
図７，８につき上述したように求める目標第２クラッチトルク容量ｔＴｃ２は、モータトルクによる補正を以下のごとくに行われることとなる。
つまり、自動変速機３がワンウェイクラッチを介した変速段に投入されている間において、
（１）第２クラッチ７（ＣＬ２）のスリップ回転を検出可能な入力回転領域である場合は、切り替え器６５が破線位置となって、減算器６１からのモータトルク偏差を出力するため、
（１）−１ ワンウェイクラッチが係合（締結）状態であれば、
モータトルクによる第２クラッチ目標伝達トルク容量ｔＴｃ２の補正として、減算器６４で求めたモータ／ジェネレータ（電動モータ）５の実用可能モータトルクが、算出部５９で求めたモータ／ジェネレータ（電動モータ）５の過渡目標モータトルク未満であれば、減算器６１で求めたこれら両者間のモータトルク偏差が正値となることにより増加補正、実用可能モータトルクが目標モータトルク以上であれば、当該モータトルク偏差が負値となることにより減少補正を実施して、増加補正または減少補正の何れをも実施することとなり、
（１）−２ ワンウェイクラッチが非係合（解放）状態であれば、
減算器６１からのモータトルク偏差が０になることで、モータトルクによる第２クラッチ目標伝達トルク容量ｔＴｃ２の補正を禁止することとなる。
［００６８］
また、同じく自動変速機３がワンウェイクラッチを介した変速段に投入されている間において、
（２）第２クラッチ７（ＣＬ２）のスリップ回転を検出不能な（ワンウェイクラッチの係合、解放を検出不能な）入力回転領域である場合は、切り替え器６５が実線位置となって、セレクトハイ選択器６７の選択結果、つまり減算器６１からのモータトルク偏差およびモータトルク偏差＝０のうちの大きい方を出力するため、[0018]
The torque F / B compensation amount of the target second clutch torque capacity tTc2 necessary to realize the above transient target motor torque without the motor torque deviation is obtained, and this torque F / B compensation amount is input to the adder / subtractor 54. To do.
[0066]
The adder / subtracter 54 subtracts the rotational speed F / B compensation amount obtained by the rotational speed feedback compensator 57 from the target second clutch torque capacity learning control value obtained by the adder 53, and then the torque feedback compensator 68. The target second clutch torque capacity tTc2, which is the final feedback control value, is calculated by adding the calculated torque F / B compensation amount.
[0067]
The target second clutch torque capacity tTc2 obtained as described above with reference to FIGS. 7 and 8 is corrected by the motor torque as follows.
In other words, while the automatic transmission 3 is being put into the shift stage via the one-way clutch,
(1) In the case of the input rotation region in which the slip rotation of the second clutch 7 (CL2) can be detected, the switch 65 becomes a broken line position and outputs the motor torque deviation from the subtractor 61.
(1) -1 If the one-way clutch is engaged (engaged),
As a correction of the second clutch target transmission torque capacity tTc2 by the motor torque, the practical motor torque of the motor / generator (electric motor) 5 obtained by the subtractor 64 is calculated by the motor / generator (electric motor) 5 obtained by the calculation unit 59. If the motor torque deviation between the two obtained by the subtractor 61 becomes a positive value, the motor torque deviation between the two is increased, and if the practical motor torque is greater than or equal to the target motor torque, the motor torque deviation When the value becomes negative, the decrease correction is performed, and either the increase correction or the decrease correction is performed.
(1) -2 If the one-way clutch is in a disengaged (released) state,
When the motor torque deviation from the subtractor 61 becomes zero, the correction of the second clutch target transmission torque capacity tTc2 by the motor torque is prohibited.
[0068]
Similarly, while the automatic transmission 3 is being put into a shift stage via a one-way clutch,
(2) In the input rotation region in which slip rotation of the second clutch 7 (CL2) cannot be detected (engagement and release of the one-way clutch cannot be detected), the switch 65 becomes a solid line position and the select high In order to output the larger of the selection result of the selector 67, that is, the motor torque deviation from the subtractor 61 and the motor torque deviation = 0,

【００１９】
モータトルクによりワンウェイクラッチの解放を検出し、モータトルクによる第２クラッチ目標伝達トルク容量の補正として、上記のセレクトハイ選択により減少補正のみを実施することとなる。
［００６９］
他方、自動変速機３がワンウェイクラッチに関与しない変速段に投入されている間において、
（１）第２クラッチ７（ＣＬ２）のスリップ回転を検出可能な入力回転領域である場合は、切り替え器６５が破線位置となって、減算器６１からのモータトルク偏差を出力するため、
モータトルクによる第２クラッチ目標伝達トルク容量ｔＴｃ２の補正として、減算器６４で求めたモータ／ジェネレータ（電動モータ）５の実用可能モータトルクが、算出部５９で求めたモータ／ジェネレータ（電動モータ）５の過渡目標モータトルク未満であれば、減算器６１で求めたこれら両者間のモータトルク偏差が正値となることにより増加補正、実用可能モータトルクが目標モータトルク以上であれば、当該モータトルク偏差が負値となることにより減少補正を実施して、増加補正または減少補正の何れをも実施することとなり、
（２）第２クラッチ７（ＣＬ２）のスリップ回転を検出不能な入力回転領域である場合は、切り替え器６５が実線位置となって、セレクトハイ選択器６７の選択結果、つまり減算器６１からのモータトルク偏差およびモータトルク偏差＝０のうちの大きい方を出力するため、
第２クラッチ（ＣＬ２）スリップ回転の極性が不明なため、当該スリップ回転の極性に関わらず、モータトルクによる第２クラッチ目標伝達トルク容量ｔＴｃ２の補正として、上記のセレクトハイ選択により減少補正のみを実施することとなる。
［００７０］
更に付言すれば、モータトルクによる第２クラッチ目標伝達トルク容量ｔＴｃ２の上記補正は、第２クラッチ７（ＣＬ２）のスリップ回転を検出不能な入力回転領域で、第２クラッチ目標伝達トルク容量ｔＴｃ２を減少側のみに補正するが、
加算器５２で目標駆動トルクの絶対値に目標第２クラッチトルク容量ｔＴｃ２の容量過多側オフセット量ΔｔＴｃ２を加算しているため、この容量過多分を減少側補正することとなり、第２クラッチ７（ＣＬ２）のスリップ状態やワンウェイクラッチの締結／開放を判定し得ない状況下でも第２クラッチ７（ＣＬ２）のバラツキを確実に補正することができる。
［００７１］
またモータトルクによる第２クラッチ目標伝達トルク容量ｔＴｃ２の上記補正では、モータトルクから、油温に応じた粘性抵抗を含む変速機フリクション分[0019]
The release of the one-way clutch is detected based on the motor torque, and only the reduction correction is performed by the above-mentioned select high selection as the correction of the second clutch target transmission torque capacity based on the motor torque.
[0069]
On the other hand, while the automatic transmission 3 is being put into a gear stage that is not involved in the one-way clutch,
(1) In the case of the input rotation region in which the slip rotation of the second clutch 7 (CL2) can be detected, the switch 65 becomes a broken line position and outputs the motor torque deviation from the subtractor 61.
As a correction of the second clutch target transmission torque capacity tTc2 by the motor torque, the practical motor torque of the motor / generator (electric motor) 5 obtained by the subtractor 64 is calculated by the motor / generator (electric motor) 5 obtained by the calculation unit 59. If the motor torque deviation between the two obtained by the subtractor 61 becomes a positive value, the motor torque deviation between the two is increased, and if the practical motor torque is greater than or equal to the target motor torque, the motor torque deviation When the value becomes negative, the decrease correction is performed, and either the increase correction or the decrease correction is performed.
(2) If the slip rotation of the second clutch 7 (CL2) is in the input rotation region, the switch 65 becomes a solid line position, and the selection result of the select high selector 67, that is, from the subtractor 61 In order to output the larger of the motor torque deviation and the motor torque deviation = 0,
Since the polarity of the second clutch (CL2) slip rotation is unknown, only the decrease correction is performed by the above-mentioned select high selection as the correction of the second clutch target transmission torque capacity tTc2 by the motor torque regardless of the polarity of the slip rotation. Will be.
[0070]
In addition, the correction of the second clutch target transmission torque capacity tTc2 by the motor torque reduces the second clutch target transmission torque capacity tTc2 in the input rotation region where the slip rotation of the second clutch 7 (CL2) cannot be detected. Correct only to the side,
Since the adder 52 adds the excess capacity side offset amount ΔtTc2 of the target second clutch torque capacity tTc2 to the absolute value of the target drive torque, the excess capacity is corrected to decrease, and the second clutch 7 (CL2 ), The variation of the second clutch 7 (CL2) can be reliably corrected even in a situation where it is not possible to determine whether the one-way clutch is engaged / released.
[0071]
In the above correction of the second clutch target transmission torque capacity tTc2 by the motor torque, the transmission friction component including the viscous resistance according to the oil temperature is calculated from the motor torque.

Claims (8)

動力源および駆動車輪間の伝動系に発進クラッチを具え、該発進クラッチの伝達トルク容量制御により駆動力を制御可能な車両において、
運転状態から車両の目標駆動トルクを演算する目標駆動力演算手段と、
車両走行中の路面勾配を検出する路面勾配検出手段と、
これら手段からの信号を基に、前記発進クラッチの伝達トルク容量制御による駆動力御中、前記目標駆動力演算手段で演算した目標駆動力が、走行中の勾配路を登坂可能な駆動力である場合は、前記発進クラッチの目標入力側回転数が、出力側回転数との差値であるスリップ回転を検出可能な領域の値になるよう前記動力源を駆動制御する動力源制御手段とを具備して成ることを特徴とする車両の駆動力制御装置。In a vehicle having a starting clutch in a transmission system between a power source and a driving wheel and capable of controlling a driving force by controlling a transmission torque capacity of the starting clutch,
Target driving force calculating means for calculating the target driving torque of the vehicle from the driving state;
Road surface gradient detecting means for detecting a road surface gradient during traveling of the vehicle;
When the target driving force calculated by the target driving force calculating means is a driving force capable of climbing a running gradient road during the driving force control by the transmission torque capacity control of the starting clutch based on the signals from these means Comprises power source control means for driving and controlling the power source so that the target input side rotational speed of the starting clutch becomes a value in a region where slip rotation that is a difference value from the output side rotational speed can be detected. A vehicle driving force control device comprising: 請求項1に記載された、車両の駆動力制御装置において、
前記発進クラッチの目標伝達トルク容量を目標駆動力とし、該発進クラッチの目標伝達トルク容量を、回転数制御時の動力源トルクに応じ補正することを特徴とする車両の駆動力制御装置。In the vehicle driving force control device according to claim 1,
A vehicle driving force control device characterized in that the target transmission torque capacity of the starting clutch is set as a target driving force, and the target transmission torque capacity of the starting clutch is corrected according to a power source torque at the time of rotational speed control. 請求項2に記載された、車両の駆動力制御装置において、
前記発進クラッチの目標伝達トルク容量は、発進クラッチのバラツキを考慮し、前記目標駆動トルクに対して容量過多側にオフセットさせることを特徴とする車両の駆動力制御装置。In the vehicle driving force control device according to claim 2,
The vehicle driving force control device according to claim 1, wherein the target transmission torque capacity of the starting clutch is offset to the excessive capacity side with respect to the target driving torque in consideration of variation of the starting clutch. 前記車両が、前記動力源としてエンジンおよび電動モータを具え、これらエンジンおよび電動モータ間に伝達トルク容量を変更可能な第1クラッチを具え、電動モータおよび駆動車輪間に伝達トルク容量を変更可能な第2クラッチを具えたものである、請求項1〜3のいずれか1項2に記載された、車両の駆動力制御装置において、
前記動力源制御手段は、前記第1クラッチを解放させた状態での、前記第2クラッチの伝達トルク容量制御による駆動力御中、前記目標駆動力演算手段で演算した目標駆動力が、前記路面勾配検出手段で検出した路面勾配を登坂可能な駆動力である場合は、前記第2クラッチの目標入力側回転数が、出力側回転数との差値であるスリップ回転を検出可能な領域の値になるよう前記電動モータを駆動制御するものであることを特徴とする車両の駆動力制御装置。The vehicle includes an engine and an electric motor as the power source, a first clutch capable of changing a transmission torque capacity between the engine and the electric motor, and a transmission torque capacity that can be changed between the electric motor and a drive wheel. In the vehicle driving force control device according to any one of claims 1 to 3, comprising two clutches,
The power source control means is configured so that the target driving force calculated by the target driving force calculation means is the road gradient during the driving force control by the transmission torque capacity control of the second clutch in a state where the first clutch is released. When the driving force is capable of climbing the road surface gradient detected by the detecting means, the target input side rotational speed of the second clutch is set to a value in a region where slip rotation that is a difference value from the output side rotational speed can be detected. A driving force control apparatus for a vehicle, which controls the driving of the electric motor. 前記電動モータおよび駆動車輪間に自動変速機が存在し、この自動変速機がワンウェイクラッチを介して動力伝達を行う変速比選択状態を選択可能なものである、請求項4に記載された、車両の駆動力制御装置において、
自動変速機が前記ワンウェイクラッチを介した変速比選択状態である間、
(1)前記第2クラッチのスリップ回転が検出可能な回転領域である場合は、
(1)-1 ワンウェイクラッチの締結時なら、
モータトルクによる第2クラッチ目標伝達トルク容量の補正として、増加補正または減少補正の何れをも実施し、
(1)-2 ワンウェイクラッチの解放時なら、
モータトルクによる発進クラッチ目標伝達トルク容量の補正を禁止し、
(2) 前記第2クラッチのスリップ回転が検出不能な回転領域である場合は、
モータトルクにより前記ワンウェイクラッチの解放を検出し、発進クラッチ目標伝達トルク容量の補正として、減少補正のみを実施するものであることを特徴とする車両の駆動力制御装置。5. The vehicle according to claim 4, wherein an automatic transmission exists between the electric motor and the drive wheel, and the automatic transmission can select a gear ratio selection state in which power is transmitted via a one-way clutch. In the driving force control device of
While the automatic transmission is in the gear ratio selection state via the one-way clutch,
(1) When the slip rotation of the second clutch is in a detectable rotation range,
(1) -1 When the one-way clutch is engaged,
As correction of the second clutch target transmission torque capacity by motor torque, either increase correction or decrease correction is performed,
(1) -2 When releasing the one-way clutch,
The correction of the starting clutch target transmission torque capacity by the motor torque is prohibited,
(2) If the slip rotation of the second clutch is an undetectable rotation region,
A vehicle driving force control device that detects release of the one-way clutch based on motor torque and performs only reduction correction as correction of the starting clutch target transmission torque capacity. 前記電動モータおよび駆動車輪間に自動変速機が存在する、請求項4に記載された、車両の駆動力制御装置において、
前記自動変速機がワンウェイクラッチに関与しない変速比選択状態である間、
(1) 前記第2クラッチのスリップ回転が検出可能な回転領域である場合は、
モータトルクによる第2クラッチ目標伝達トルク容量の補正として、増加補正または減少補正の何れをも実施し、
(2) 前記第2クラッチのスリップ回転が検出不能な回転領域である場合は、
該スリップ回転の極性に関わらず、モータトルクによる第2クラッチ目標伝達トルク容量の補正として、減少補正のみを実施するものであることを特徴とする車両の駆動力制御装置。In the vehicle driving force control device according to claim 4, wherein an automatic transmission exists between the electric motor and the driving wheel.
While the automatic transmission is in a gear ratio selection state not involving the one-way clutch,
(1) When the slip rotation of the second clutch is in a detectable rotation range,
As correction of the second clutch target transmission torque capacity by motor torque, either increase correction or decrease correction is performed,
(2) If the slip rotation of the second clutch is an undetectable rotation region,
A driving force control apparatus for a vehicle, which performs only a reduction correction as a correction of the second clutch target transmission torque capacity by the motor torque regardless of the polarity of the slip rotation. 請求項2に記載された、車両の駆動力制御装置において、
モータトルクによる発進クラッチ目標伝達トルク容量の補正に際し、入力軸に関するフリクションおよび粘性抵抗を考慮することを特徴とする車両の駆動力制御装置。In the vehicle driving force control device according to claim 2,
A driving force control apparatus for a vehicle, wherein friction and viscous resistance related to an input shaft are taken into account when correcting a starting clutch target transmission torque capacity by motor torque. 請求項7に記載された、車両の駆動力制御装置において、
前記入力軸に関するフリクションおよび粘性抵抗は、温度に応じてスケジューリングすることを特徴とする車両の駆動力制御装置。The vehicle driving force control device according to claim 7,
The vehicle driving force control apparatus according to claim 1, wherein the friction and viscous resistance related to the input shaft are scheduled according to temperature.
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